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The Cup Defenders of 1893. 



COPYRIGHT, 1893, BY THE TRIBUNE ASSOCIATION. 



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Races for the $ $ 
$ $ Americas Gup. 

A HISTORY OF EACH OF THE INTER- sj 
NATIONAL YACHT RACES FROM THE 
BEGINNING ...... 

WITH ILLUSTRATIONS OF THE YACHTS, 

TERMS OF THE RACES, ETC. 



*** 



ALSO 0*1^ 



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The Cup Defenders of 1 893. 

By The: Nkw^York Tribune 



COPYRIGHT, BY THE TRIBUNE ASSOCIATION, 1893. 







THE AMERICA'S CTi 



CONTENTS. 



I.— THE AMERICA'S CUP. The text of 

the three deeds of gift Page 3 

II.— HOW THE FIRST RACE WAS 
WON. The original race of the 
America for the Queen's Cup, at 
Cowes Page 7 

III.— CAMBRIA'S VAIN EFFORTS. A 
challenge from England. The race 
of 1870, won by the American 
schooner Magic Page 9 

IV.— AN UNPLEASANT CHAPTER. 
Third race. The contest of 1871. The 
Livonia beaten by the American 
schooners Columbia and Sappho Page 11 

V.— CANADA SENT A BOAT. The 
schooner Countess of Dufferin chal- 
lenges for the cup. The race of 
1876. Won by the American 
schooner Madeleine Page 14 

VI.— CANADA TRIES AGAIN. Fifth 
race for the cup. The sloop Ata- 
lanta beaten in 1881 by the New- 
York sloop Mischief Page 17 

VII.— THE RACE OF RACES. The Eng- 
lish cutter Genesta challenges in 
1885. Sixth race. Victory of the 
Boston sloop Puritan Page 21 



VIII.— THE GALATEA FAILED, TOO. 
Seventh race for the America's 
Cup. The English cutter Galatea 
against the Boston sloop May- 
flower, in 1886. Again the Yankee 
boat wins Page 26 

IX.— NOT FOR THE THISTLE. Eighth 
race. The Scottish cutter beaten 
in 1887 by the Boston sloop Volun- 
teer Page 30 

X.— FOR THE RACE OF 1893. Negotia- 
tions which led to the challenge of 
the Valkyrie for a contest in 1893. 
Lord Dunraven' s challenge Page 35 

XL— THE FOUR DEFENDERS. Boats 
which have been built in the United 
States to battle for the cup. The 
Vigilant, Jubilee, Pilgrim and Co- 
lonia. Dimensions, etc Page 38 

XII.— VIGILANT AND JUBILEE. A race 
over the Sound from New-London 
to Newport. Speed of the cup-de- 
fenders Page 42 

XIII.— IN FOGS AND CALMS. The cup- 
defenders in the race for the Goe- 
let cups, off Newport Page 44 

XIV.— VIGILANT WITHOUT A RIVAL. 
Complete triumph of the centre- 
board over the keel boats Page 45 

FLAGS OF LEADING YACHT CLUBS Page 47 



USTDEX. 



Page. 

America, schooner, race of 1851 7 

America crossing the ocean, illustration 7 

America's Cup; illustration Frontispiece 

Ashbury, James, owner of Cambria and 

Livonia 9, 10, 11, 12 

Atalanta, Canadian sloop, challenges, 1883 17 

Atalanta under sail; illustration 17,18 

Bay of Quinte Tacht Club 17 

Bell, James, owner of the Thistle 31,32 

Burgess, boats designed by 21, 26, 29 

Cambria, challenges in 1870 9 

Cambria; illustration 10 

Carroll, Royal Phelps 38 

Colonia, American Cup Defender, 1893 39 

Colonia; illustration 41 

Colonia races of August 11 and 17, 1893 44,45 

Columbia, wins in 1871 against Livonia 11,12 

Countess of Dufferin, Canadian, challenges, 1876 14 

Countess of Duff erin; illustratior ' 14 

Deeds of gift 3,20,33 

Dunraven, Lord 30, 35, 36, 37 

Dunraven, Lord; portrait 36 

Fifth race, 1881 17 

First race, 1851 7 

Flags of yacht clubs 47 

Forbes, J. Malcolm 21,26 

Fourth race, 1876 14 

Galatea, English cutter.race of 1888 21,26 

Galatea; illustration 26 

Genesta, English cutter, challenges, 1885 21 

Genesta; illustration 21 

Henn, Lieutenant, owner of Galntea 21,26 

Iselin, C. Oliver ?8 

Jubilee, American Cup Defender, 1893 41 

Jubilee; illustration 39 

Jubilee races of August 10, 1893 42 

Jubilee races of August 11, 1893 44 

Jubilee, race of Aug. 17, 1893 45 

Livonia, challenges in 1871 11 

Madeleine passing the lightship, illustration.. 16 



Page. 
Madeleine, American schooner, wins against 

Countess of Dufferin, 1876 14 

Magic, American schooner, wins against Cam- 
bria, 1870 9 

Mayflower, illustrations 28, 29 

Mayflower, American sloop, wins in 1886 26 

Mischief, American sloop, wins against Ata- 
lanta, 1881 17, 19 

Mischief, illustration 18 

Morgan, E. D 38 

Navahoe, American yacht 38 

Paine, Gen. Charles J 21, 26, 29, 35, 36,38 

Pilgrim, American cup defender, 1893 40 

Pilgrim, illustration 40 

Pilgrim, races of Aug. 11 and 17, 1893 44, 45 

Puritan, illustrations 23, 25 

Puritan, American sloop, wins against Gen- 
esta, 1885 21 

Royal Canadian Yacht Club, challenge 14 

Royal Northern Yacht Club, challenge 26 

Royal Yacht Squadron, challenge 21,35 

Sappho, wins in 1871 against Livonia 13 

Sappho rounding the lightship; illustration 13 

Schuyler, George L 3, 4, 5, 20, 33 

Second race, 1870 9 

Seventh race, 1886 26 

Sixth race, 1885 21 

Smith, A. Cary, yacht designer 21 

Sutton, Sir Richard 21, 22, 23 

Third race, 1871 11 

Thistle, Scottish cutter, race of 1887 30 

Thistle, illustration 31 

Valkyrie, challenge in 1893 36, 37 

Valkyrie, illustration 37 

Vigilant, American cup defender, 1893 38 

Vigilant, race of Aug. 10, 1893 42 

Vigilant, race of Aug. 11, 1893 ' 42 

Vigilant, race of Aug. 17, 1893. 45 

Volunteer, American sloop; illustrations 33,34 

Volunteer, American sloop, wins in 18S7 29 

Webb, J. Beavor, designer 21, 26 



THE RACES FOR THE AMERICA'S CUP. 



Eight Spirited Contests. — American Yachts, the Swiftest 

in the World. — Preparations for the Race of 1893, 

the Ninth of the Series. 



FIRST DEED OF GIFT. 

New-Yoek, July 8, 1857. 
To the Secretary of the New-York Yacht Club: 

Sir: — The undersigned, members of the New- 
York Yacht Club, and late owners of the Schooner 
Yacht " America," beg leave through you to pre- 
sent to the Club the Cup won by the "America" at 
the Regatta of the Royal Yacht Squadron at Cowes, 
England, August 22, 1851. 

This Cup was offered as a prize to be sailed for by 
yachts of all nations, without regard to difference 
of tonnage, going round the Isle of Wight (the 
usual course for the Annual Regatta of the Royal 
Yacht Squadron), and was won by the "America," 
beating eight cutters and seven schooner yachts, 
which started in the race. 

The Cup is offered to the New- York Yacht Club, 
subject to the following conditions : 

Any organized yacht club of any foreign country 
shall always be entitled, through any one or more 
of its members, to claim the right of sailing a match 
for this cup with any yacht or other vessel of not 
less than thirty or more than three hundred tons, 
measured by the Custom House rule of the country 
to which the vessel belongs. 

The parties desiring to sail for the Cup may make 
any match with the yacht club in possession of the 
same, that may be determined upon by mutual con- 
sent ; but in case of disagreement as to terms, the 
match shall be sailed over the usual course for the 
annual regatta of the yacht club in possession of 
the Cup, and subject to the rules and sailing regu- 
lations — the challenging party being bound to give 
six months' notice in writing, fixing the day they 
wish to start. This notice to embrace the length, 
Custom House measurement, rig and name of the 
vessel. 

It is to be distinctly understood that the Cup is to 
be the property of the Club, and not of the mem- 
bers thereof, or owners of the vessel winning it in a 
match ; and that the condition of keeping it open to 
be sailed for by yacht clubs of all foreign countries, 
upon the terms above laid down, shall forever at- 
tach to it, thus making it perpetually a Challenge 
Cup for friendly competition between foreign 
countries. 

J. C. STEVENS, 
EDWIN A. STEVENS, 
HAMILTON WILKES, 
J. BEEKMAN FINLEY, 
GEORGE L. SCHUYLER. 



On motion of Mr. Grinnell, it was 

Resolved, That the New- York Yacht Club accept 
the Cup won by the " America," and presented to 
them by the proprietors, upon the terms and condi- 
tions appointed by them. 

Resolved, That the letter of Mr. Schuyler, with 
the enclosure, be entered on the minutes, and the 



Secretary be requested to furnish to all foreign 
yacht clubs a copy of the conditions upon which 
this Club holds the Cup, ond which permanently 
attach to it. 

N. BLOODGOOD, Secretary. 



SECOND DEED OF GIFT. 

New- York, o anuary 4, 1882. 
To the Secretary of the New- York Yacht Club : 

Dear Sir: — I have to acknowledge the receipt of 
your letter of December, 17, 1881, enclosing the reso- 
lutions of the New-York Yacht Club of the date, 
and also the return of the "America's" Cup to me, 
as the survivor of the original donors. 

I fully concur with the views expressed in the 
resolutions, that the deed of gift, made so many 
years ago, is, under present circumstances, inade- 
quate to meet the intentions of the donors, and 
too onerous upon the Club in possession, which is 
required to defend it against all challengers. 

As the New- York Yacht Club, by your communi- 
cation and under the resolutions themselves, ex- 
press a desire to be again placed in possession of the 
Cup under new conditions, I have conferred with 
the Committee appointed at the meeting and have 
prepared a new deed of gift of this Cup as a per- 
petual Challenge Cup. It is hoped that, as regards 
both challenging and challenged parties, its terms 
will be considered just and satisfactory to organ- 
ized Yacht Clubs of all countries. 

There is one clause which may require explana- 
tion. Owing to the present and increasing size of 
ocean steamers, it would be quite feasible for an 
American, English or French Club to transport on 
their decks yachts of large tonnage. This might be 
availed of in such a way that the match would not 
be a test of sea-going qualities as well as of speed, 
which would essentially detract from the interest of 
a national competition. 

• The "America's" Cup is again offered to the New- 
York Yacht Club, subject to the following condi- 
tions: 

Any organized Yacht Club of a foreign country, 
incorporated, patented or licensed by the Legisla- 
ture, Admiralty or other executive department, 
having for its annual regatta an ocean water course 
on the sea or on an arm of the sea (or one which 
combines both), practicable for vessels of 300 tons, 
shall always be entitled, through one or more of its 
members, to the right of sailing a match for this 
Cup, with a yacht or other vessel propelled by sails 
only, and constructed in the country to which the 
challenging Club belongs, against any one yacht or 
vessel as aforesaid, constructed in the country of 
the Club holding the Cup. 

The yacht or vessel to be of not less than 30 nor 
more than 300 tons, measured by the Custom House 
rule in use by the country of the challenging 
party. 

The challenging party shall give six months' no- 



LIBRARY OF TRIBUNE EXTRAS. 



tice in writing, naming the day for the proposed 
race, which day shall not be less than seven months 
from the date of the notice. 

The parties intending to sail for the Cup may, by 
mutual consent, make any arrangement satisfac- 
tory to both as to date, course, time allowance, 
number of trials, rules and sailing regulations, 
and any and all other conditions of the match, in 
which case also the six months' notice may be 
waived. 

In case the parties cannot mutually agree upon 
the terms of a match, then the challenging party 
shall have the right to contest for the Cup in one 
trial, sailed over the usual course of the Annual 
Regatta of the Club holding the Cup, subject to its 
rules and sailing regulations, the challenging party 
not being required to name its representative until 
the time agreed upon for the start. 

Accompanying the six months* notice, there must 
be a Custom House certificate of the measurement, 
and a statement of the dimensions, rig and name 
of the vessel. 

No vessel which has been defeated in a match for 
this Cup can be again selected by any club for its 
representative, until after a contest for it by some 
other vessel has intervened, or until after the ex- 
piration of two' years from the times such contest 
has taken place. 

Vessels intending to compete for the Cup must 
proceed under sail on their own bottoms to the port 
where the contest is to take place. 

Should the Club holding the Cup be, for any 
cause, dissolved, the Cup shall be handed over to 
any club of the same nationality it may select, 
which comes under the foregoing rules. 

It is to be distinctly understood that the Cup is to 
be the property of the Club and not of the owners 
of the vessel winning it in a match, and that the 
conditions of keeping it open to be sailed for by or- 
ganized yacht clubs of all foreign countries, upon 
the terms above laid down, shall forever attach to 
it, thus making it perpetually a Challenge Cup for 
friendly competition between foreign countries. 
GEORGE L. SCHUYLER. 

THIRD DEED OF GIFT. 

Secretary's Office, 
67 Madison Avenue, 

New- York, Oct. 28, 1887. 

Sir: — I am directed to inform the members of 
your (Foreign Yacht Club's) Association that the 
One Hundred Guinea Cup, won by the Yacht Ame- 
rica, at Cowes, England, August 22, 1851, at the 
Regatta of the Royal Yacht Squadron, as a prize 
offered to yachts of all nations, having been re- 
turned to Mr. George L. Schuyler, the only sur- 
viving donor, has been re-conveyed to the New- York 
Yacht Club by the following deed of gift: 

This Deed of Gift, made the twenty-fourth day of 
October, one thousand eight hundred and eighty- 
seven, between George L. Schuyler, as sole surviv- 
ing owner of the Cup won by the Yacht America, 
at Cowes, England, on the twenty-second day of 
August, one thousand eight hundred and fifty-one, 
of the first part, and the New-York Yacht Club, of 
the second part, witnesseth: 



That the said party of the first part, for, and in 
consideration of the premises and of the perform- 
ance of the conditions and agreements hereinafter 
set forth by the party of the second part, has 
granted, bargained, sold, assigned, transferred, and 
set over, and by these presents does grant, bargain, 
sell, assign, transfer and set over, unto the said 
party of the second part, its successors and assigns, 
the Cup won by the Schooner Yacht America, at 
Cowes, England, upon the twenty-second day of 
August, 1851. To haye and to hold the same to the 
said party of the second part, its successors and as- 
signs, IN TRUST, NEVERTHELESS, for the fol- 
lowing uses and purposes: 

This Cup is donated upon the condition that it 
shall be preserved as a perpetual Challenge Cup 
for friendly competition between foreign countries. 

Any organized Yacht Club of a foreign country, 
incorporated, patented or licensed by the Legisla- 
ture, Admiralty or other executive department, 
having for its annual regatta an ocean watercourse 
on the sea, or on an arm of the sea, or one which 
combines both, shall always be entitled to the right 
of sailing a match for this Cup, with a yacht or ves- 
sel propelled by sails only, and constructed in the 
country to which the Challenging Club belongs, 
against any one yacht or vessel constructed in the 
country of the Club holding the Cup. 

The competing yachts or vessels, if of one mast, 
shall be not less than sixty-five feet, nor more than 
ninety feet on the load water line; if of more than 
one mast, they shall be not less than eighty feet, 
nor more than one hundred and fifteen fleet on the 
load water line. 

The Challenging Club shall give ten months' no- 
tice in writing, naming the days for the proposed 
races; but no races shall be sailed in the days inter- 
vening between November first and May first. Ac- 
companying the ten months' notice of challenge, 
there must be sent the name of the owner and a 
certificate of the name, rig and following dimen- 
sions of the challenging vessel, namely: length on 
load water line; beam at load water line, and ex- 
treme beam; and draught of water; which dimen- 
sions shall not be exceeded; and a Custom House 
registry of the vessel must also be sent as soon as 
possible. Vessels selected to compete for this Cup 
must proceed under sail, on their own bottoms, to 
the port where the contest is to take place. Centre- 
board or sliding keel vessels shall always be allow- 
ed to compete in any race for this Cup, and no re- 
striction nor limitation whatever shall be placed 
upon the use of such centreboard or sliding keel, 
nor shall the centreboard or sliding keel be consid- 
ered a part of the vessel for any purposes of meas- 
urement. 

The Club challenging for the Cup and the Club 
holding the same, may, by mutual consent, make 
any arrangements satisfactory to both as to the 
dates, courses, number of trials, rules and sailing 
regulations, and any and all other conditions of 
the match, in which case also the ten months' no- 
tice may be waived. 

In case the parties cannot mutually agree upon 
the terms of a match, then three races shall be 
sailed and the winner of two of such races shall be 
entitled to the Cup. All such races shall be on 



THE DEEDS OF GIFT. 



•ocean courses, free from headlands, as follows: The 
first race, twenty nautical miles to windward and 
return; the second race, an ^equilateral triangular 
race of thirty-nine nautical miles; the first side of 
which shall be a beat to windward; the third race 
{if necessary) twenty nautical miles to windward 
and return; and one week day shall intervene be- 
tween the conclusion of one race and the starting 
of the next race. 

These ocean courses shall be practicable in all 
parts for vessels of twenty-two feet draught of 
water, and shall be selected by the Club holding 
the Cup; and these races shall be sailed subject to 
its rules and sailing regulations so far as the same 
do not conflict with the provisions of this deed of 
gift, but without any time allowance whatever. 
The Challenged Club shall not be required to name 
its representative vessel until at the time agreed 
upon for the start, but the vessel when named must 
compete in all the races; and each of such races 
must be completed within seven hours. 

Should the Club holding the Cup be for any cause 
dissolved, the Cup shall be transferred to some 
Club of the same nationality, eligible to challenge 
under this deed of gift, in trust and subject to 
its provisions. In the event of the failure of 
such transfer within three months after such 
dissolution, said Cup shall revert to the pre- 
ceding Club holding the same, and under the 
terms of this deed of gift. It is distinctly under- 
stood that the Cup is to be the property of the Club 
subject to the provisions of this deed, and not the 
property of the owner or owners of any vessel win- 
ning a match. 

No vessel which has been defeated in a match for 
this Cup can be again selected by any Club as its 
representative until after a contest for it by some 
other vessel has intervened, or until after the ex- 
piration of two years from the time of such defeat. 
And when a challenge from a Club fulfilling all the 
conditions required by this instrument has been re- 
ceived, no other challenge can be considered until 
the pending event has been decided. 

AND the said party of the second part hereby ac- 
cepts the said Cup, subject to the said trust, terms 
and conditions, and hereby covenants and agrees to 
and with said party of the first part, that it will 
faithfully and fully see that the foregoing condi- 
tions are fully observed and complied with by any 
contestant for the said Cup during the holding 
thereof by it; and that it will assign, transfer and 
•deliver the said Cup to the foreign Yacht Club 
whose representative yacht shall have won the same 
in accordance with the foregoing terms and condi- 
tions, provided the said foreign Club shall by in- 
strument in writing, lawfully executed, enter with 
said party of the second part into the like covenants 
as are herein entered into by it, such instrument to 
contain a like provision for the successive assignees 
to enter into the same covenants with their respec- 
tive assignors, and to be executed in duplicate, one 
to be retained by each Club, and a copy thereof to 
be forwarded to the said party of the second part. 



In Witness Whereof, The said [party of the first 
part has hereunto set his hand and seal, and the 
said party of the second part has caused its corpor- 
ate seal to be affixed to these presents and the same 
to be signed by its Commodore and attested by its 
Secretary, the day and year first above written. 
In the presence of 

H D. Hamilton. 

GEORGE L. SCHUYLER, (L. S.) . 
The New- York Yacht Club. 
By ELBRIDGE T. GERRY Commodore. 
JOHN H. BIRD, Secretary. 
(Seal of New- York Yacht Club). 

The New-York Yacht Club, having accepted 
the gift, with the conditions above expressed, 
consider this a fitting occasion to present the 
subject to the Yacht Clubs of all nations, and 
invokes from them a spirited contest for the 
Championship, and trusts that it may be the 
source of continued friendly strife between the 
institutions of this description throughout the 
world, and therefore requests that this communica- 
tion may be laid before your members at their earli- 
est meeting, and earnestly invites a friendly compe- 
tition for the possession of the prize, rendering to any 
gentleman who may favor it with a visit, and who 
may enter into the contest, a liberal, hearty wel- 
come, and the strictest fair play. 
Respectfully, 

Your obedient servant, 

JOHN H. BIRD, 
Secretary of the New-York Yacht Club. 



At a meeting of the New-York Yacht Club, held 
on the 17th day of May, 1888, the following pre- 
amble and resolution respecting the new deed of 
gift of the "America's" Cup were unanimously 
adopted: 

"Whereas, the Secretary of this Club has received 
letters, dated November 26, 1887, from the Royal 
London Yacht Club and from the Yacht Racing As- 
sociation, representing the principal yacht clubs of 
Europe, and dated February 22, 1888, regretting that 
the terms of the new deed of gift of the America's' 
Cup, presented by George L. Schuyler, and dated 
October 28, 1887, are such that foreign vessels are 
unable to challenge ; and, whereas, in this deed of 
gift, by which the Cup is now held by this Club, any 
mutual agreement may be made between the chal- 
lenged and challenging party; therefore 

"Resolved, That the terms under which the races 
between 'Genesta' and 'Puritan,' 'Galatea' and 
'Mayflower,' and 'Thistle' and 'Volunteer' were 
sailed, are considered satisfactory to this Club, and 
a challenge under these terms would be accepted, 
but with the positive understanding that if the Cup 
is won by the Club challenging, it shall be held un- 
der and subject to the full terms of the new deed, 
dated October 28, 1887, inasmuch as this Club be- 
lieves it to be in the interest of all parties, and the 
terms of which are distinct, fair and sportsman- 
like." 




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ORIGINAL RACE TOR THE CUP. 



HOW THE CUP WAS FIRST WON 



THE AMERICA'S FAMOUS EACE ABROAD. 



SHE LEFT THE WHOLE BRITISH YACHTING 

ELEET BEHIND HER— SUPERIOR WORK 

OF THE AMERICAN CREW. 

The first race for the America's Cup was sailed 
around the Me of Wight on August 22, 1851. 
Of the yachts which sailed the seas then the 
America is probably the only one now in com- 
mission, and of participants and spectators the 
larger number have joined the silent majority. 
The Royal Yacht Squadron had offered a cup 
open to competition by yachts of all nations. 



the start was given. The yachts which started 
were Sir W. P. Carew's schooner Beatrice, 161 
tons; the Duke of Marlborough's schooner Wy- 
vern, 205 tons; the Marquis of Conyngham's 
schooner Constance, 23 8 tons; Sir H. B. Hugh- 
ton's schooner Gypsy Queen, 160 tons; Lord A. 
Paget's cutter Mona, eighty-two tons; J. L. 
Cragie's cutter Volante, forty-eight tons ; A. HiLL's- 
schooner lone, seventy-five tons; T. Chamber- 
layne's cutter Arrow, eighty-four tons; J. Weld's 
cutter Alarm, 193 tons; G. H. Acker's schooner 
Brilliant, a three-master of 392 tons ; B. H. Jones's 
cutter Bacchante, eighty tons ; W. Curling's 
cutter Freak, sixty tons; H. S. Fearon's cutter 
Eclipse, fifty tons; T. Le Merchant's cutter 
Aurora, forty-seven tons, and the America, which 
was put down on the entry list as of 170 tons. 
The America was the last yacht to get off. 




THE AMERICA CROSSING THE OCEAN UNDER PILOT RIG 



The regatta for it was set for August 22. The 
America was lying at Cowes, and her owners 
were anxious to get a match race with a repre- 
sentative British yacht. All challenges, public 
and private, however, were met by the English- 
men with a reference to the regatta of August 
22. Commodore Stevens decided to enter, as he 
could get no other race, and so on that memo- 
rable day he sailed against the British fleet and 
won the trophy. The course from Cowes around 
the Isle of Wight, over which the race was 
sailed, is one where currents and tides contend 
and is as unfair to a stranger as is the old inside 
course of the New-York Yacht Club in the 
Lower Bay. Happily international races are now 
sailed on the open sea. 

THE YACHTS WHICH STARTED. 

The wind was blowing lightly from the west 
that morning, when at 10 o'clock the signal for 



She ran wing and wing, her mainsail out on one 
side and her foresail on the other, and soon 
passed through all of the fleet except the leading 
boats, which were Beatrice, Aurora, yblante and 
Arrow. Finally the America, by a good deal 
of dodging to avoid furling, managed to get past 
these leading boats. The breeze was freshening 
steadily, and by the time No Man's Land buoy 
was turned it was blowing a good six-knot breeze. 
The Yankee boat, with the wind free, had done 
just what had been expected by her owners and 
feared by the English, and shown her great su- 
periority over her competitors. 

EXCELLENT WINDWARD WORK. 
Now when it came to windward work she 
proved that she was equally proficient, and soon 
was a good distance ahead of the nearest yacht 
and two miles to windward of her. She worked 
to windward so speedily that by the time the 



3 



LIBRARY OF TRIBUNE EXTRAS. 



Point was reached there was not a yacht in 
sight from her decks. The wind now died 
down, and a strong head tide was encountered, 
against which the America made little head- 
way. This gave the fleet, which had not yet 
caught the full strength of the tide, a chance 
to crawl up on her. The little cutter Aurora 
and the cutter Arrow nearly caught up with 
the America, though the rest of the fleet was 
still a safe distance astern. 

At St. Catherine's the Arrow went aground 
and was out of the race, but the little Aurora 
still held on, and, her size considered, did ex- 
cellently with the America. The wind now began 
to freshen again, and the America drew rapidly 
uway from the cutter. After getting by St. 
Catherine's the America had a leading wind, and 
easing off her sheets flew rapidly up toward 
Cowes. The America had gone over under pilot- 
boat rig, or as pilotboats were rigged in those 
■days, and had no foretopmast and no jibboom 
until just before the race. Before the race she 
had a jibboom fitted so that she could carry a 
flying jib. Just before passing St. Catherine's her 
jibboom carried away, much to the satisfaction 
of "Old Dick" Brown, her sailing master, who 
did not believe in a flying jib for windward 
work. 

CLEARING AWAY THE JIBBOOM. 

The America had a large and well-trained crew 
on board, and the wreckage was speedily cleared 
away. By the time the America passed the 
Needles, those waveworn rocks which guard the 
western entrance to the Solent and Southampton 
waters, the nearest boat, the Aurora, was about 
eight miles astern, and the rest of the fleet not 
in sight. The Wind now became light again, 
and though the America passed the Needles at 
5:40 o'clock, it was 8:37 o'clock before she 
dropped her anchor, a winner, off the Royal 
Yacht Club's castle at Cowes. The Aurora got 
in at 8:55 o'clock. The America's time in the 
race was 10 hours 37 minutes. 

The only bet made on the race which has 
come down in history was one made by Henry 
Steers, the designer of the America, with Ratsey, 
a celebrated yacht builder in those days. Batsey 
made the new jibboom for the America, and bet 
him the price of the spar that the America would 
be beaten. 

The defeased fleet of British yachts did not all 
get in until the day after the race. Many of them 
became discouraged and anchored where night 
overtook them. The America was well handled 
throughout the race. From start to finish she 
showed her superiority over the British yachts 
in every respect. After the race G. H. Ackers, 
the owner of the three-masted schooner Brilliant, 
■entered a protest against the cup being given to 
the America on the ground that she had passed 
■on the wrong side of the Nab Light. It was 
found, however, that the sailing directions given 
to Commodore Stevens contained no instructions 
regarding the side the light was to be left on, and 
the protest was disallowed. George B. Schuyler, 
who was the last to die of the original owners of 
the America, and who was aboard the yacht the 



day of the race, says, in a statement published in 
Coffin's "America's Cup" in 1885: "Had there 
been an allowance of time for tonnage, the Aurora, 
by Ackers's scale, would have been beaten by less 
than two minutes, although at one time eight 
miles astern; or had the drifting continued an 
hour or two longer it would have given her the 
cup— in which case I have no doubt the America's 
superiority, instead of being a national triumph, 
would have been confined to the knowledge of 
experts only. " 

FAME MUST HAVE COME TO HER. 

As it was, however, the America gained the vic- 
tory her superiority deserved and became fa- 
mous forever. Had she not won the race at 
Cowes it is hardly probable that the obscurity 
referred to by Mr. Schuyler would ever have 
overtaken her. She showed from the first such 
immense superiority over the British fleet that 
Commodore Stevens would never have rested 
until he had demonstrated the excellencies of his 
boat to the world by some signal victory. The 
manner in which the America was handled in the 
race called forth praise from the observers. Be- 
fore the start she had her sails down, but at the 
starting signal her nimble crew of American sailors 
set her mainsail, foresail, gaff-topsails and jib 
almost in an instant. One mome»t she was at 
anchor under bare poles, the next her clouds of 
canvas covered her and she was off for victory. 

The year of the race of the America was the 
year of the Crystal Palace exhibit, and there was 
much racing at Cowes that season. The victory 
of the America was witnessed by a most dis- 
tinguished company, the Queen, surrounded by 
noble lords and ladies and gentlemen in waiting, 
looking on at the start and finish from the bat- 
tlements of the Royal Yacht Squadron's castle. 
There was no little dismay among the British 
yachtsmen at Cowesjthat night of August 22 when 
it spread about that the America had won. When 
the America had first appeared in British waters 
ehe was looked upon with indifference, and mildly 
contemptuous remarks were made at the presamp- 
tion of the Yankees' in thinking that they had a 
boat which could beat a crack British yacht. After 
she had hung about Cowes for a while and had 
one or two impromptu brushes with yachts of the 
Royal Squadron, opinions began to change, and 
yachts were inclined to fight shy of the unprepos- 
sessing Yankee. ■* 

COMMODORE STEVENS'S EFFORTS. 

Commodore Stevens tried his best to get a match- 
race before the regatta of August 22 came off, but 
failed. He posted in the Royal Squadron's castle 
a challenge to sail the America against any British 
vessel whatever for from one thousand to ten thou- 
sand guineas in a six-knot breeze, and threw down 
the gauntlet to England, Ireland and Scotland. 
When the race for the Boyal Squadron's Cup was 
over and the victory won the British yachtsmen 
did not attempt as a rule to deny that the America 
was the best boat of all those assembled at Cowes. 
There were a few pig-headed people, as there al- 
ways are, who called the victory an accident, but 
every one who knew what he was talking about 



SECOND RACE FOR THE CUP. 



was convinced that a new era in shipbuilding had" 
dawned. Some of the British yachtsmen while 
admitting the superiority of the America declared 
that they could build a boat in three months that 
would beat her. Commodore Stevens offered to 
stay over at Cowes for three months and wait for 
the boat to be built and race her for $125,000. 
This offer was not accepted. 

On August 28 The America sailed a match race 
with Robert Stephenson's schooner Titania, of 
100 tons, in heavy weather, and beat her nearly 
an hour. It took about twelve days in those 
times for a steamer to go from Liverpool to New- 
York, and the Atlantic cable had not joined the 
two worlds in daily conversation, so the fame 
of the victory of the America had spread over 
Great Britain and Erance before it reached her 
native shores. It got here, finally, however, and 
great was the satisfaction. The press of Eng- 
land, as a rule, gave the American_schooner full 
credit for her performance, and called upon 
British yacht builders and British yachtsmen to 
be up and doing to regain their lost prestige. 
British yacht builders and British yachtsmen re- 
sponded to the call, but an onward march, a 
march which has sometimes faltered, but always 
revived under the stimulus of international com- 
petition, began on this side the water in yacht 
building also, and so far the English have been 
unable to regain the prestige lost at Cowes in 
1851. 

A CONTEST OF THE BEST TYPES. 

In that first race the America, which was un- 
doubtedly the best production of yacht designing 
skill in this country at the time, sailed against 
not only one but several boats, which represented 
in their different types the best of British skill. 
The best of each nation came together, and the 
best of the Americans was proved beyond doubt 
to be better than the best of the British. The 
ciew of the America also showed the British what 
American sailors were like, and impressed upon 
them the necessity of skill and discipline in 
yacht racing, a, lesson which they learned rapidly 
and well. JSo yacht in the race at Cowes was 
handled so well as the America, so far as the crew 
was concerned. 

The defeat of the British fleet was not pleasant 
to Englishmen, who do not take kindly to that 
sort of thing, but it was of great benefit and 
profit to them ultimately. After the race " The 
London Punch" published a cartoon representing 
two boys. John and Jonathan, sailing toy boats 
and Jonathan saying to John, "If you don't 
look sharp, I'll show you how to make a seventy- 
four next." The same paper contained a set of 
doggerel verses, in parody of "Yankee Doodle" 
and glorifying the victory of the America. 

Thus was the America's cup first lost and 
won, and a great international trophy established 
for all time. As long as yachts shall sail the 
seas and yachtsmen love the swift rush of shapely 
hulls borne by canvas wings over tumbling 
■seas, so long shall the memory of that first race 
at Cowes endure. 



CAMBRIA'S VAIN EFFORTS. 



HOW THE SECOND INTERNATIONAL YACHT 
RACE WAS WON. 



THE ENGLISH BOAT HAD NO CHANCE PROM THE 
START— BEATEN BY HALF A FLEET 

The second race for the America's Cup was 
preceded by that preliminary correspondence which 
has ever since been apparently necessary to ar- 
range a race for the trophy. The race was sailed 
in 1870, but the correspondence relating to it be- 
gan in 1868. 

James Ashbury, owner of the schooner yacht 
Cambria, was the challenger, as representative 
of the Royal Thames Yacht Club. The Cambria, 
it has been declared since, was not the fastest 
British schooner ' of the time, and her record in 
England gives weight to this claim. Still she 
was, if not the very fastest, at least a fair 
representative of British schooner yachts of the 
time, and the outcome proved that it did not 
take the fastest schooner yacht in America to beat 
her. She was beaten by yachts that were no 
more entitled to be called the fastest in America 
than she was to be considered the fastest in 
England, a point which Lord Dunraven appears 
to have overlooked in his article on international 
yachting in " The North American Review. " The 
race was, after all that has been said, a fair 
international test, and, as usual, the Americans 
won. 

This race of 1870 was the last one sailed for 
the cup where one boat sailed against a fleet, 
a manifestly unfair condition, but the one, never- 
theless, under which the America won the cup in 
1851. The cup, after having been won by the 
America, had been presented by her owners to 
the New-York Yacht Club to remain forever an 
international yachting trophy. The cup had be- 
come the absolute property of the owners. of the 
America when that yacht won it, and they con- 
veyed it to the New- York Yacht Club in trust 
under a " deed of gift " embodying the following 
conditions : 

"Any organized yacht club of any foreign 
country shall always be entitled, through any one 
or more of its members, to claim the right of sail- 
ing a match for this cup with any yacht or other 
vessel of not less than thirty nor more than three 
hundred tons, measured by the custom house rule 
of the country to which the vessel belongs. The 
parties desiring to sail for the cup may make any 
match with the yacht club in possession of the 
same that may be determined upon by mutual 
consent; but in case of disagreement as to terms 
the match shall be sailed over the usualt course 
for the annual regatta of the yacht club in pos- 
session of the cup, and subject to its rules and 
sailing regulations— the challenging party being 
bound to give six months' notice in writing, fix- 
ing the day they wish to start. This notice to 
embrace the length, custom house measurement, 
rig and name of the vessel. It is to be distinctly 
understood that the cup is to be the property of 
the club and not of the members thereof, or owners 



10 



LIBEAEY OF TEIBUNE EXTEAS. 



of the vessel winning it in a match, and that the Alarm, and the centreboard schooners Phantom, 

condition" of keeping* it open to be sailed for by Magic, Madgie, Silvie, 'Tidal Wave, Madeleine, 

yacht clubs of all foreign countries upon the terms Idler, Palmer, Alice, Fleur de Lis, Era, Josephine, 

above laid down shall forever attach to it, thus Calypso, Widgeon, Halcyon and Jessie. The start 



making it perpetually a challenge cup for friendly 
competition between foreign countries." 

Mr Ashbury in his long correspondence with 
the New-York Yacht Club seemed to give rather 
a cold shoulder to the deed of gift, and, among 
other things regarded as rather unnecessary at 
the time and since, said he did not propose to put 
his boat against a " mere shell or racing machine. 
However, the match was finally arranged, and m 
July of 1870 the Cambria started for these shores 
in company with the schooner yacht Dauntless, 
then the property of James Gordon Bennett. It 
was a race over, and the Cambria won. The 
Dauntless led nearly all the way over, but at the 
Georges Banks, the wind shifting, she stood to the 
southward ; the Cambria got a favorable slant of 
wind, cut inside of her and got by the lightship 
first. It was luck, and in subsequent races the 




THE CAMBRIA. 
Dauntless showed that she was the better boat, 
but, nevertheless, the Cambria won, and many 
people at that time thought she would win tlie 
race for the cup. , 

This being the first time a British yacht had 
crossed over here to race for the cup, there was 
great interest taken, not only in New-York, but 
throughout the country, in the coming contest 
As Mr. Ashbury and the New-York Yacht Club 
were unable to agree upon terms of a race, it was 
decided to sail it, as the deed of gift directed m 
such cases, over the New-York Yacht Club course, 
and under the sailing regulations of that club. 

The day set for the race was August 8, and 
everywhere the coming race was the talk of the 
town. The newspapers published columns about 
the approaching contest, and When finally it 
came off a great flotilla of boats of all kinds, 
crowded with people, went out to see it. So 
great was the interest in this race that the 
Government had fitted up the old America, then 
a training vessel at Annapolis, for racing, and 
put her in the fleet of yachts which was to 
defend the cup from the Cambria. The fleet 
of yachts selected to sail against the Cambria 
consisted of the keel schooners America, Daunt- 
less, Eambler, Fleetwing, Bestless, Tarolinta and 



was from an anchorage off Stapleton, and the- 
course lay out around Sandy Hook Lightship and. 
back to the starting point. 

A good sailing breeze blew from the southeast 
and the water was smooth. The tide was running 
a strong ebb, and when the starting signal was 
given the yachts spread their canvas, tripped 
their anchors, and flew for the Narrows. They 
split tacks in all directions, and at first the bay 
was filled with such a number of swift-gliding- 
craft running hither and thither that it was im- 
possible to tell what yachts were in the lead. But 
it was soon seen that the Magic had the best of 
it and was getting a good lead. The newspaper 
accounts of the race that day describe her as re- 
markably quick in getting under way. She was- 
the first of the fleet to get off and stood over to- 
ward the Long Island shore until she was able, by 
standing close in, to lay her course on the port- 
tack down through the Narrows, fetching well 
down the West Bank. The America was the last 
to get off, but she soon took second place, with the 
Idler third and the Silvie fourth. 

In working down the bay to the Southwest Spit 
all the fleet passed ahead of the Cambria except- 
ing the Tarolinta, Alice and Eambler. At the- 
(Southwest Spit buoy the order was as follows r 
Magic, America, Idler, Phantom, Dauntless, Mad- 
gie, Calypso, Halcyon, Fleetwing, Madeleine, Cam- 
bria, Tarolinta, Alice and Eambler. 'The other 
yachts before named had not started or had drawn 
out of the race. The Magic had got such a lead! 
that it was evident, accidents barred, that nothing- 
could catch her. As to the Cambria, she was a 
beaten boat already. 

The yachts reached out by the point of the 
Hook against a flood tide, which had begun to 
run. Outside the Hook they stood a short distance- 
to the southward and then reached for the light- 
ship. The Idler and Dauntless passed ahead #f the 
America on the way out to the lightship, but 
the Cambria remained " in the ruck." The Magic- 
rounded the lightship twenty-four minutes ahead 
of the Cambria, and between the British yacht and 
the leading boat at the turn there were six other 
schooners. 

The run in from the lightship was one of the 
most beautiful sights from a spectacular point of 
-view ever seen at a yacht race, all the schooners 
setting their light canvas and rushing over the 
sparkling waters, great double towers of white 
and wind-blown sails. The Cambria met an acci- 
dent as she ran in by the Point of the Hook, a 
sudden squall taking her foretopmast out of her. 
This, of course, made a difference in her showing: 
at the end of the race as regards time, but not 
in the result as to the possession of the cup— that 
had been settled almost before the yachts had 
passed the Narrows. 

The Cambria was 'quick in stays, had a large 
sail area and sailed close to the wind, but she- 
did not sail fast enough. With that trifling ex- 
ception she was as. good a boat as there Was in 
the fleet. She was built by Eatsey, then a cele- 



THIRD RACE FOR THE GUP. 



11 



Sbrated English yacht builder and the same who 
■bet the price of the America's new jibboom in 
1851 that the Yankee boat would not win the race 
against the Eoyal Yacht Squadron. 

When the yachts rounded the Southwest Spit 
buoy on *the run home the line of yachts had be- 
come so strung out that nearly three-quarters of 
an hour separated the Magic, still the leading boat, 
and the. last boat of the fleet, The Idler, which 
was second when the lightship was rounded, now 
held third place, the Dauntless having passed ahead 
of her, and the old America was still fourth. The 
Cambria was eighth in the race at this point, the 
same position she occupied when the lightship was 
rounded. The yachts all made good time on the 
run in from the lightship, the Magic making the 
Southwest Spit in forty-five minutes and the Idler 
in 'forty-three minutes. The distance is about 
seven miles. The wind had been freshening, and 
with the strong breeze and the rapidly running 
flood-tide the yachts came up the bay in fast 
time. At the finish the Cambria was tenth. The 
Magic beat her thirty-nine minutes thirteen sec- 
onds on corrected time, and twenty-seven minutes 
three seconds on actual time. The America beat 
the Cambria thirteen minutes, forty-seven seconds 
■on corrected time, and thirteen minutes three sec- 
onds on actual time. The order of the yachts at 
the finish was as follows: Magic, Idler, Silvie, 
j&tmefiitoa,, Dauntless* Madgie, Phantlom, Alice, 
Halcyon, Cambria, Calypso, Eleetwing, Made- 
leine, Tarolinta and Eambler. 

The cup was not at any time in danger, and 
it will be seen that there were several schooners 
in the fleet of the New-York Yacht Club which 
•could outsail the Cambria on every point. It 
might be argued that the course sailed was one 
unfair to a stranger, in that part of it lay in the 
Lower Bay, where an intimate knowledge of tidal 
■currents and local depths and shallows plays an 
important part in yacht racing. It will be ob- 
served, however, that the Cambria did no better 
outside Sandy Hook than she did in the bay, and 
in several 'matches which she sailed against Amer- 
ican yachts on the open sea outside Newpori sub- 
sequently she lost all except one. She did de- 
feat the Idler once, but that was due entirely 
to an accident, the Idler parting her bobstay and 
being obliged to stand on a losing tack until it 
was repaired. 

When the season was over Mr. Ashbury was 
thoroughly convinced that the Cambria was no 
■match for the American schooners, so he went 
back to ! England and gave orders to Ratsey for 
a schooner which was to be built with the ex- 
press design of winning the cup. This was the 
last race for >the cup where a challenging yacht 
was called upon to sail against a fleet, it having 
become the general opinion among yachtsmen 
that, although the trophy. had been won in that 
manner by the America, such a contest was not 
fair, and not in accordance with the spirit of the 
•deed of gift. Three eminent judges and George 
L. Schuyler, the surviving giver of the cup, gave 
to the Commodore of the New-York Yacht Club 
an opinion, in which they construed the deed of 
gift to mean that one boat only should be put 
against a challenging yacht. 



AN UNPLEASANT CHAPTER 



THE LIVONIA'S ATTEMPT TO TAKE BACK 
THE AMERICA'S CUP. 



TROUBLE MADE BY THE SECOND BRITISH CHAL- 
LENGER— TWO BOATS DEFENDED THE 
CUP— WORK OP THE COLUMBIA 
AND THE SAPPHO. 

The second attempt of the British to win back 
the America's Cup is the most unpleasant part of 
the 1 history of the great trophy. James Ashbury, 
who had been defeated the year before in his at- 
tempt to win the cup with the Cambria, chal- 
lenged for it again in 1871 with a new schooner 
which he had built for the express purpose of 
winning the trophy. She was named the Livonia, 
and was built by Eatsey. She was built on scien- 
tific principles, as they were understood in those 
days, and the English papers in speaking of her 
declared " it had at last been discovered just what 
the water liked." The "wave line theory" was 
carried out in her with a considerable degree of 
skilli. In spite of the great things expected of 
her, however, she did not prove to be a remarkably 
fast boat, and in races in English waters before 1 
she came over here she gained only three first 
prizes and one second out of fifteen starts. Never- 
theless, Mr. Ashbury challenged with her, and 
then the usual correspondence began. The corre- 
spondence was long and acrimonius, and at one 
time it seemed as if the 1 matter would be taken to 
the courts. Looking back calmly on the affair 
at this distance of time it does not seem as if all 
of Mr. Ashbury's claims were entirely unreason- 
able, though some of them were, and he had a 
most aggravating manner of stating all of them. 
One thing which he wanted to do was to chal- 
lenge in behalf of twelve yacht clubs at once, so 
that if he was beaten in the first race he could 
go on and sail eleven more, any one of which, if 
he won, would give him the cup. Of course in 
a series of twelve races it would be a poor boat 
indeed which would not by a "fluke" win one of 
them. 

The New-York Yacht Club refused Mr. Ash- 
bury's demands in this respect, but offered to 
accept him as the champion of the Eoyal Har- 
wich Yacht Club, and sail a series of seven races 
against him, each with a swigle boat, the victory 
in the majority of the races to decide the pos- 
session of the cup. Finally, after threats of 
legal proceedings from Mr. Ashbury, and a lot 
of correspondence, which is of too unpleasant a 
nature and of too little interest at this late 
day to be reviewed, an understanding was 
reached, and the first race of the international 
series of 1871 was sailed on October 16, 1871. 
The committee of the New-York Yacht Club 
having the matter in charge had designated a 
number of schooners as a fleet from which to 
pick the American champion, ordering them all 
to be ready at the anchorage off Quarantine 
on the morning of the races. The regular course 
of the New-York Yacht Club in those days began 
and ended above the Narrows, off Quarantine. 



12 



LIBKARY OF TKLBUNE EXTRAS. 



In other respects it was practically as it is now. 
When the committee came down to the starting 
place on the morning of October 16 there was a 
light wind blowing, and the Columbia, then 
owned by Franklin Osgood, was selected as the 
champion of the club for the day. The Colum- 
bia was a light-weather boat, which the Livonia 
was not particularly. The Columbia had only re- 
cently been added to the fleet of the New-York 
Yacht Club. She registered 206 tons, as against 
the Livonia's 260. The following description of 
the Livonia is taken from The New-York Tribune 
of October 17, 1871 : 

" The distinguishing features of the schooner are 
that her channel pieces are filled up solid under- 
neath, so as to afford no resistance to the water ; 
she is provided with a jibboom instead of a bow- 
sprit ; that her jibs are all set without stays, and 
that her masts are placed closer together than 
is usually the case in the English model. Her 
length is 1 08 feet over all ; length on water-line, 
99 feet; breadth of beam, 23.7 feet. Her spars 
and rigging are of the plainest kind, and are cal- 
culated for a heavy-sea yacht. Her sails are of 
American cotton duck, and set to perfection." 

It was against this boat that the Columbia 
started at 10 :40 o'clock. A light but steady wind 
was blowing from the northwest, and a strong 
ebb tide was running. The yachts set all their 
light sails, and the Columbia felt the breeze first 
and took the lead, which she maintained to the 
finish. After passing the Southwest Spit Buoy the 
wind hauled to the westward and freshened a 
little. The Columbia sailed closer to the wind 
than the Livonia, and was favored in every re- 
spect with just the wind and water for her light 
draught. The time of the yachts at the different 
marks was as follows: 

„, ... S. W. Spit. Lightship. S. W. Spit. Finish. 

Columbia 12:04:00 1:23:53 3:50:13 4 :57 A2. 

Livonia 12:08:27 1:^8:31 4:19:50 5:23:00 

The time of the race was as follows : 

Elapsed Corrected 
„ , . , time. time. 

Columbia 6:17:42 6:19:41 

Livonia TT 6:43:00 6:46:45 

The second race of the series was sailed on 
October 18. The race was to have been over a 
course twenty miles to windward and return from 
the Sandy Hook Lightship. After the stakeboat 
had been sent out for the outer mark, how- 
ever, the wind, which had been blowing from 
the west and was expected to haul to the south- 
west, changed instead to blow from north- 
northwest, thereby defeating the object of the 
committee, and giving the yachts a free wind 
ver the entire course. The breeze had freshened 
considerably, and was blowing strong and steady 
when the yachts were started. The Columbia 
had again been chosen as the club's champion. 
The Livonia was beautifully handled and crossed 
the line first under mainsail, foresail, club top- 
sail, main-topmast staysail, big jib, flying jib and 
balloon jib-topsail. The Columbia, carrying the 
same sails, was less than two minutes behind her. 
Soon after the start the Columbia parted her 
main-topmast staysail sheet, and had to take in- 
the sail. In about ten minuter she had the sail 
set again. The wind continued to freshen until 
it was blowing half a gale. As the stakeboat 



was approached the Livonia was still leading, 
but was to leeward, and it was evident that the 
Columbia had gained on her on the way out. 
The Livonia when near the stakeboat hauled up 
close on the wind, crossed the bcw of the 
Columbia, and passed the stakeboat on the star- 
board hand. 

The Columbia rounded the stakeboat, leaving 
it on the port hand, tacked and started for home. 
Both yachts had shortened sail now. The Livonia 
in attempting to gibe around the stakeboat had 
got in irons and lost considerable time. There 
was considerable sea on, but the shallow Ameri- 
can boat steadily gained on the Livonia, and 
stood up much stiffer than her antagonist. The 
Columbia finally swept by the judges' boat about 
half a mile ahead of the Livonia. The time of 
the race was as follows : 

Elapsed Corrected 
Start. Finish. time. time. 

Columbia X2,:Q5:'SQ^2, 3:07:15 3:01:33^ 3:07:41*4 

Livonia 12 -.O'i-.ZO^ 3:10 :10 3 :06 -.49^, 3 :18 :153a 

The Columbia was therefore the winner. Mr 
Ashbury entered a protest against the victory be- 
ing awarded to the Columbia in this race on the 
ground that the Columbia had left the stakeboat 
on the wrong side in rounding it. As no directions 
as to which side the stakeboat should be left on 
had been given, the committee refused to enter- 
tain the protest. 

The third race of the series was sailed on Octo- 
ber 19. It had not been the intention of the 
committee to again put the Columbia in, and it 
had been so understood by her owner and the crew. 
Therefore after the race of the day before no at- 
tempt had been made to get the boat ready for an- 
other contest, and officers and crew had set up 
late talking over the double victory of the yacht 
and properly celebrating it. Besides this they 
worked like beavers in the race and were pretty 
well exhausted. Something was the matter with 
all the other boats of the selected fleet, however, 
not one of them being In a fit condition to race, 
and the Columbia was sent out for a third time. 
The selection of a boat took three hours, and The 
Tribune's account of the race says that "every- 
body, except Mr. Ashbury, entirely lost his pa- 
tience. " The race was sailed over the club course 
of the New-York Yacht Club, and was won by the 
Livonia. The race seems to have been a bungle 
all around, and there is little pertaining to it 
upon which Americans can look back with pride. 
The unreadiness of the boats which should have 
been ready even down to the scouring of the 
cooks' kettles and pans upon such an occasion, 
the carelessness by which the Columbia was 
dropped to leeward of the stakeboat by the tug 
which towed her down to the start, and the vari- 
ous 'ways in which the Columbia went to pieces 
are all unpleasant to think about. The Livonia 
took the lead at the start and held it to the 
finish. When the Columbia was nearing the 
Southwest Spit buoy she carried away her flying 
jib stay. When near the same buoy coming back 
her steering gear carried away, and she came near 
drifting in the shoals. When the steering gear 
was repaired she carried away her main topmast 
staysail sheet. In short, the American boat was 
not in the race from start to finish. There was a 



THIRD RACE FOR THE CUP. 



is 



good sailing breeze from west-southwest, and a 
smooth sea. The official time of the race was as 
follows : 



Livonia . 
Columbia 



Start. 
..1 :25 :00 
..1 :25 :00 



Finish. 
5 :18 :05 
5 :37 :38 



Elapsed. Corrected 
time. time. 

3 :53 :05 4 :02 :25 

4 :12 :38 4 :17 :35 



Everything considered, it is a wonder that the 
Columbia made such a good showing as she did 
in actual time. On October 23 was sailed the 
fourth race of the series, and this time the 
Sappho was matched against the Livonia. Before 
starting in the race Mr. Ashbury sent a note 
to the committee, saying " I continue the series 
of races without prejudice to my confirmed claim." 
He referred to his protest regarding the race 
of October 18. The race was twenty miles to 
windward and return from Sandy Hook Light- 
ship. A moderate breeze was blowing, and Mr. 
Ashbury got just what he had been wanting— 



the Southwest Spit was reached the Sappho over- 
hauled her and took the lead. This lead she kept 



increasing ail the 
was as follows : 



time. The time of the race 



Sappho 
Livonia 



Start. 
....11:21:00 
....11:21:00 



Finish. 
8 :59 :05 
4 :25 :41 



Elapsed Corrected 
time. time. 

4 :38 :05 4 :46 :17 

5 :04 :41 5 :11 :44 



The Americans having won four races out of 
five in the series of seven, the committee declared 
the series closed, and that the custody of the cup 
shall still remain with the New-York Yacht Club. 
The .Livonia had been beaten twice by a centre- 
board boat, the Columbia, and twice by a keel 
boat, the Sappho. Mr. Ashbury, however, was 
not satisfied. He still claimed the race of Oc- 
tober 18, and having announced to the committee 
that he would send his boat out to Sandy Hook 
lightship on a certain day, he did go there, and 
raced with the Dauntless. The club, however. 




THE SAPPHO ROUNDING 

a dead beat to windward. The Sappho proved 
herself better both on the wind' and off the 
wind than the Livonia, and kept increasing her 
lead from start to finish, 
race was as follows: 



The official time of the 



Sappho 

Livonia 



Start. 
....12:11:00 
....12:12:52 



Elapsed Corrected 
Finish. time. time. 

5 :44 :24 5 :33 :24 5 :36 :02 
6:17:30 6:04:38 6:09:23 

The fifth and last race of the series for the 
cup was sailed over the New-York Yacht Club 
course on October 23. The Sappho was again 
the chosen champion of the Americans, and again 
she won. There waa a moderate breeze blowing 
from west-southwest and the tide was the last 
of the ebb at the start. It was a clear and beau- 
tiful day of Indian summer, and a great flotilla 
of yachts and excursion steamers came out to see 
the race. The Livonia crossed the line first and 
started down the bay at a good pace, but before 



THE LIGHTSHIP. 

took no cognizance of this race, and not much of 
Mr. Ashbury. Mr. Ashbury now claimed the 
cup, and there was some correspondence of a rather 
bitter nature. He had presented to the New- 
ark Yacht Club two challenge cups. The club 
returned the cups to Mr. Ashbury, not feeling it 
the proper thing to retain them under the circum- 
stances. Among other things, Mr. Ashbury 
directly accused the club of "sharp practice." It 
was a relief to everybody when he went home to 
England. His demands were dealared unreasona- 
ble and his manner of making them was con- 
demned by English as well as American yachts- 
men. The departure of Mr. Ashbury closed the 
most unpleasant chapter in the history of the 
America's Cup. It is not at all probable that 
another one of the kind will ever have to be 
written. 



14 



LIBRARY OF TRIBUNE EXTRAS. 



CANADA SENT A BOAT. 



THE THIRD CHALLENGE FOR THE AMERICA'S 
CUP. 



FAILURE OF THE SCHOONER YACHT COUNTESS 

OP DUFFERIN TO WIN THE BLUE RIBBON OF 

THE SEA— WORK OF THE MADELEINE. 

Early in 1876, the Centennial year, the third 
challenge for the America's Cup since it had been 
won by the America was received. It was the 
first one to be received from a country o~ther than 
England, coming from the Royal Canadian Yacht 
Club in behalf of Charles Gifford, vice-commo- 
dore of the club and part owner of the schooner 
yacht Countess of Dufferin. Although the New- 
York Yacht Club had been anticipating a chal- 
lenge, one was not expected from Canada, as 
yacht building in that country had not ad- 
vanced to the point where the Canadians would be 
justified in hoping to carry away the cup. It 
seems that • P. McGiehan, a yacht designer of 
Famrapc, had built for a Canadian yachtsman a 
sloop yacht named Cora. The Cora went to Can- 
ada and beat everything of her size there. Alex- 
ander Cuthbert, a Canadian designer of local 
repute, built the sloop Annie Cuthbert, which 
beat the Cora. Now the Cora had been considered 
a wonderful boat in Canada, and the yachtsmen 
of the Dominion did not doubt for a minute that 
she represented the best efforts of American 
yacht designing. When the Annie Cuthbert beat 
her the Canadians concluded that they had in 
Alexander Cuthbert a designer who was to astonish 
the world, and visions of accomplishing what 
the mother country had been unable to achieve, and 
of wresting the cup from the possession of the 
Americans, at once began to fill the minds of the 
yachtsmen of the Dominion. 

Captain Cuthbert Went to work on the model 
of a schooner which, when completed, he declared 
to be the finest he ever made in his life, and a 
syndicate was formed to. build her and send her 
hunting for the America's Cup. After some delay 
on account of lack of funds the yacht was built 
and named the Countess of Dufferin. When she 
had her trial trip in May the newspapers of 
the Dominion were enthusiastic over her, and 
declared her a marvel of speed and beauty. 

Meantime the usual preliminary correspondence 
had been gone through with, the New- York Yacht 
Club cheerfully granting everything which Com- 
modore Gilford asked regarding the terms of the 
race. The club named as its champion the 
schooner yacht Madeleine. July 10, 12 and 14 
were selected as the dates of the races. These 
dates were subsequently changed by agreement 
to August 11, 12 and 14. After many delays 
the Canadian yacht finally arrived in New-York 
Harbor on July 18. 

The descriptions of the two champions which 
were to compete for the cup were as follows : 
The Countess of Dufferin was 107 feet over all, 
24 feet beam, and of a shall oav type, drawing 
only 6 1-2 feet of water. Her mainmast was 
<i5 feet and her main-topmast 30 feet long. 



She had a mainboom 55 feet long, and spread 
4,000 yards of canvas She looked exactly like 
an American yacht, and it was evident that in 
modelling her Captain Cuthbert had felt the 
influence of the American designs which he ^ad 
seen on the lakes. The 'Countess of Dufferin is 
still in existence, and is now called the Countess. 
She belongs to the Countess Yacht Club, of 
Chicago. 

The Madeleine was built as a sloop by David 
Kirby in 1868. She was altered in 1871, '73 




COUNTESS SETTING BALLOON JIB. 

and '75, until there was little of the original 
boat left and she was a fast schooner, 107 
feet over all, 95 feet on the water-line, 24 
feet beam and 8 feet draught. She was always 
a good boat whether as sloop or schooner, but 
it was not until her alterations in 1873 that 
she took rank in the first class of fast schoon- 
ers. When the Countess of Dufferin came to 
meet her in 1876 the Madeleine had a long 
record of brilliant victories behind her and she 
crowned her career by her brilliant defence of 
the cup. In 1875 the Madeleine was purchased 
by John S. Dickerson, her present owner. 

The first time that the Countess of Dufferin 
had a chance to show her speed against the 
American yachts was in a race which she sailed 
for the Brenton's Reef Cup, starting on July 
26. The course was from Sandy Hook light- 
ship around Brenton's Reef lightship and return. 
The schooners Idler, America, Wanderer, Tidal 
Wave and Countess of Dufferin started in this 
race. There was a fine whole-sail breeze blow- 
ing from south-southeast at the start and the 
Countess made a fairly good showing up to the 
turning of the Brenton's Reef lightship off New- 
port. She never had a chance of 'winning the 
race, however, and after the lightship was 
rounded she was practically out of the race 
and struggled no more. No one who saw her 
in this race believed that the cup was in 
danger. 

Commodore Gifford had started out in the race 
with a full confidence that he would win, and 
even after his crushing defeat seemed to think 
that all he needed was a full set of "balloon" 
sails to beat the American yachts. The Cana- 
dians seemed to be (singularly blind to the defects 



FOURTH RACE FOR THE CUP. 



15 



.of their schooner, and even after the races for 
the cup had been sailed and the true position of 
the yacht as a racer settled beyond a shadow of 
doubt, Captain Cuthbert maintained that only a 
few alterations were necessary to make the Count- 
ess the fastest schooner of her size afloat. 

There were few better judges of a yacht than 
Captain Roland Coffin and, in his "History of 
-the America's Cup," he says of the Canadian 
yacht, "She was a fair model forward, but her 
counters were too heavy and her greatest beam 
was too far abaft her longitudinal centre. Then 
she was rough as compared with American yachts 
and meanly rigged and canvased. To add to 
these disadvantages may be added an inefficient 
-crew. " 

The Countess of Dufferin having received a new 
foresail and a set of " balloons," she started against 
the Madeleine in her first race for the cup on 
August 11. The course was the old New-York 
Yacht Club course, with the start and finish off 
Stapleton, S. I. The Canadian yacht allowed the 
Madeleine one minute one second time, according 
-to the time allowance of the New-York Yacht 
Club, then in vogue. This was the first race for 
the America's Cup where a single champion, named 
in advance as a representative yacht, had com- 
peted on each side. When the cup of the Royal 
Yacht Squadron was first won by the America, 
international yacht racing was in its incipiency. 
The conditions of a sport as far reaching and as 
important could not be struck out—as " Jo " Gar- 
gery struck out his father's epitaph— at one blow. 
It had to be a (process of evolution and of the 
experiences which come with it before the yachting 
world could arrive at the point when it was sure 
that the best and fairest way for two nations to 
contend against each other for the sovereignty of 
the yachting seas was to choose champions, go 
-out and do battle as warriors of old decided bat- 
tles on the gage of single Combat between the 
lines of watching armies. 

At the first race between the Countess of 
Dufferih and the Madeleine there was a great 
outpouring of yachts and excursion steamers. 
The public did not understand the significance of 
the Brenton's Reef race, and there was more or 
less anxiety as to the outcome of the race, and 
there was a great curiosity to see the sailing of 
the much-vaunted Canadian champion. The tide 
was at the last quarter of the flood when the 
starting signal was given to the yachts at 11 :05 
a. m. The Canadian yacht had an opportunity to 
■start first, as she was in a better position, a 
sloop having forced the Madeleine about, but she 
bore up before reaching the line, and the Made- 
leine went over first. There was not much dif- 
ference between them at the start— less than a 
minute— hut the Madeleine went over under good 
headway, and blanketed the Countess just before 
she did so. The wind drew up through the 
Narrows so that [the yachts had work dead to 
windward to do before they got through between 
the bluffs, and were out in the broad waters of 
the Lower Bay. The Countess went to the West 
bank when the yachts had got through the Nar- 
rows, and the Madeleine went hunting for wind 
over in Gravesend Bay. Outside the wind was 
blowing a good sailing breeze from the south- 



southeast, and the water was smooth. The yachts 
worked their way down to the Southwest Spit, 
the Madeleine gaining all the time and opening 
a space between herself and the Countess of 
Dufferin. After the first search for Wind and 
tides over in Gravesend Bay the Madeleine had 
come back to her antagonist and never after 
that did she go off looking for more favorable 
conditions, but kept in the same wind and 
water. The times of rounding the Southwest 
Spit buoy were as follows : 

Madeleine - 1:19:19 

Countess of Dufferin 1:26:32 

A strong ebb tide was now running, and the 
yachts made good time out by the point of the 
Hook. The Madeleine overstood the mark boat 
off the point of the Hook and lost about five 
minutes by so doing. The Countess crawled up 
on her, and through the American champion went 
for the lightship at a rattling pace with sheets 
free, her antagonist was not so far behind her 
when the outer mark was rounded. 

After rounding the lightship the Madeleine ran 
up her talloon jib-topsail and maintopmast stay- 
sail in forty-eight seconds. The Countess took 
fully three minutes to do the same thing. Then 
the Madeleine began to run away from the Count- 
ess, and, as if tired of "fooling," sped on by the 
Hook, passing into the main ship channel seven 
minutes ahead of the Canadian yacht. At the 
Southwest Spit on the return the time of the 
yachts was as follows : 

Madeleine 3 :57 :28 

Countess of Dufferin 4:06:48 

The Madeleine then sprang up the Bay and ar- 
rived at the finish an easy winner. The gain 
made by the Madeleine in the run up from the 
Southwest Spit is not shown by the table, as the 
finish in 'those days was off Stapleton, and as 
soon as a yacht got inside the Narrows she 
naturally lost the wind and went slowly to the 
finish, while the boat outside was going fast 
with the full force of the breeze. The following 
is the table of the time of the race : 

Elapsed Corrected 
Start. Finish, time. time. 

Madeleine 11:16:31 4:41:26 5:24:55 5:23:54 

Countess of Dufferin. ...11 :17 :03 4 :51 :59 5 :34 :53 5 :34 :53 

The Tribune of August 12, 187 6, said in its 
account of the race: "The yachts were at no 
time during the race close enough together to 
admit of any 'jockeying,' even if it were desired 
by either party. The Madeleine took the lead and 
held it throughout, arriving at her anchorage and 
having all sails furled before the Countess was 
opposite the clubhouse." 

The second and closing race of the series was 
over a 'course twenty miles to sea, from the point 
of the Hook and return. The course was to be 
twenty miles to windward and return, but the 
oerverseness of the wind made it a reach out and 

run back. Jn this rape the America accom- 
panied the yachts over the course, and proved 
that, as old as tdic was, she was a better boat 
than tne Countess. It was shortly after noon 
When the yachts were started. The Madeleine 



16 



LIBRARY OF TRIBUNE EXTRAS. 



went over first, followed in a few seconds by the 
Countess. The Countess would not sail so close 
to the wind as the Madeleine 3 and when her 
sailing master "pinched" her she dropped so far 
astern that he gave her a good fill, and finally got 
abeam of the Madeleine, but far and away to lee- 
ward. So when the two stents came to round 
the outer mark the case of the Canadian cham- 
pion was most hopeless. The wind was light and 
the sea smooth in this race, and tlie time was as 
follows : 

Elapsed Corrected 
Start. Finish. time. time. 
Madeleine .. . -12 :17 :24 7 :37 :11 7^19 :47 7 :18 :46 

Countess of Defferin..l2 :17 :58 8 :03 :58 7 :46 :00 7 :46 :00 



This settled the matter of the possession of 
the cup for that year, and the Countess of 
Dufferin was laid up in a basin at Staten Island. 
Then began financial complications and legal 
processes between her owners, and the next year 
she was sold at Sheriff's sale and taken ever to- 
South Brooklyn. From there she was taken to 
New-York waters. There were several claims 
against the yacht, and finally she was quietly 
taken away to Canada. The ambition of the 
Canadians had come to naught, and the yacht 
which had come for the great cup heralded with 
trumpets and the clanging of sounding brass 
went back in disgrace and defeat. 




MADELEINE PASSING THE LIGHTSHIP. 






FIFTH RACE FOE THE CUP. 



17 



CANADA FAILED AGAIN. 



HER SECOND FUTILE ATTEMPT TO WIN 
THE AMERICA'S CUP. 



ATALANTA NOT ONLY WAS SLOW BUT SHE WAS 

POORLY HANDLED— RACES WHICH 

WERE NOT RACES. 

The fifth race for the America's Cup, counting 
as one the race in which the America won the 
trophy, was of little value of itself and proved 
nothing except that the Canadians had not 
kept pace with the Americans in yacht building 
or yacht sailing. Eour years had elapsed since, in 
1876, the Canadians had made their futile 
attempt to capture the cup with the Countess of 
Duft'erin, when the Atalanta came here as 
champion of the Bay of Quinte Yacht Club to try 
for the cup. If she was a fair specimen of a 
Canadian yacht, and she was presumed to be, she 
showed no advancement at all over the Countess, 
and was so badly handled that the races were 
almost farcical. Since the Cambria and Livonia 
races, yacht building had advanced rapidly in 
.England, and there were many boats on the other 
side which could easily have defeated the sloops 
which "made a show" of the Canadian Ata- 
lanta, for yacht building in this country had not 




THE ATALANTA. 

made progress as it had in England. But this 
the English were not sure of, and the Americans 
did not believe. There had been no races be- 
tween representative yachts of England and 
America since the Livonia came over, and so the 
two nations had no means of gauging the progress 



of each other. The Americans believed the 
Gracie, Fanny, Mischief and Arrow to be the 
fastest sloops in the world, and they had every 
reason so to believe. Compared to the Atalanta 
any one of these boats was as a winged-heeled 
Mercury to a tortoise. In the same year that the 
Atalanta came, however, there came another 
boat, a little cutter from England called the 
Madge. Before the international races were 
sailed the little cutter sailed a series of races 
with American sloops of her size, and she was a 
revelation. To all those who had eyes not 
blinded by prejudice she showed exactly how 
Americans stood in yacht building compared with 
England, how they had stagnated and what 
would have been the result if, instead of being 
a little boat sent over on the deck of a steamer, she 
had been a big cutter with a challenge for the 
cup. She was a positive shock to the complacency 
of American yachtsmen, and while the victory 
over the Atalanta added nothing to American 
yachting except the prestige of another victory, 
the cutter Madge set going that great revival of 
continued progress in American yacht building 
which was later illuminated by the genius of 
Burgess, and which for rapidity of development 
and brilliancy of successful achievement has ex- 
ceeded anything the world has ever seen. It 
soon brought America ahead of England and in- 
spired that close, keen rivalry between the two 
countries in the matter of yacht building which 
has been so beneficial to both. 

It should be said that the Madge was a Scot- 
tish boat, designed by Watson. Nominally, how- 
ever, the contest between the Mischief and 
Atalanta was, of course, the chief yachting in- 
cident of the year. 

It was early in 1881 that news reached New- 
York that Captain Cuthbert, the designer of the 
Countess of Dutlerin, was building a big sloop, 
and, undismayed by his previous failure, was 
going to challenge for the America's Cup. He 
had joined the Bay of Quinte Yacht Club, of 
Belleville, Ont., and that club was to be the 
one to challenge for the cup. On May 16 the 
Bay of Quinte Yacht Club sent its formal chal- 
lenge on behalf of Captain Cuthbert to the 
New-York Yacht Club. The Atalanta was named 
as the Canadian champion, and it was asked 
that the six months' notice required by the deed 
of gift be waived, as it could be, according to 
the terms of the deed, at the option of the 
club hoDding the trophy. The New-York Yacht 
Club at once held a special meeting, accepted 
the challenge, proposed that a series of three 
races be sailed and appointed a special commit- 
tee to arrange the details. 

The Bay of Quinte Yacht Club demanded that 
the New-York Yacht Club name one yacht, which 
should sail in ah) three races. To this the New- 
York Yacht Club readily consented. In fact, the 
club conceded everything which Captain Cuth- 
bert wished. As soon as it was settled that 
there was to be a race for the cup, the New- 
York Yacht Club's committee went about the 
work of selecting a boat. The sloop Arrow, 
built by David Kirby, of Rye, Westchester, had 
the best record for speed at that time. She was 
owned by Ross Winans, of Philadelphia. Mr. 



18 



LIBRARY OF TRIBUNE EXTRAS. 



Winans was not a member of the club, nor 
was he in the country, so it was determined 
to telegraph to him, offering to buy the boat. 
Mr. Kirby, however, tolld the. flag officers of 
the club that as he was the designer of the 
Arrow he knew her defects, and was confident 
that he could build a faster boat. The flag 
officers of the club at that time were John E. 
Waller, commodore ; James D. Smith, vice-commo- 
dore, and Hermann Oelrichs, rear commodore. They 
gave Mr. Kirby an order to build a yacht, and 
he produced the Pocahontas. She was said at 
the time to be an enlarged Arrow, and Mr. Kirby 
was confident that in her he had improved on 
the Arrow. The Gracie, owned by Charles E. 
Flint and Joseph P. Earle ; the Mischief, owned 
by J. E. Busk ; the Hildegard, owned by Her- 
mann Oelrichs, and the Pocahontas, owned by 



She had proved herself in every way unworthy 
of the high nopes entertained of her. The Mis- 
chief and Gracie made » fine race of it, and the 
Mischief won by 14 seconds. The Mischief 
was therefore chosen as the American champion. 
The Gracie was a more popular boat than the 
Mischief, and maity wished that the choice had 
fallen upon her. There was a sharp rivalry 
between the two yachts and their speed was so 
nearly equal that the New-York yachtsmen of 
those days were divided into two hostile camps, 
the partisans of the Gracie and the partisans of 
the Mischief. Therefore the special committee 
kept which boat they had selected a dark secret 
until the morning of the day fixed for the first 
international race, November 8. 

The Canadian yacht arrived here on October 
*30. She came through the Oswego and Erie 




Atalanta. Mischief. 

THE START FOR THE CUP. 
(By permission .of Charles Scribner's Sons.) 



the flag officers of the club, were chosen to 
sail in trial races for the purpose of selecting 
a winner. The yachts started over the New- 
York Yacht Club course in the first of the 
trial races on October IB. Before getting through 
the Narrows a strong puff of wind came over 
the Staten Island hills, and the topmasts of 
the Gracie and Pocahontas went by the board. 
The race was won by the Mischief. On October 
19 the second trial race was sai,led, only the 
Gracie, Pocahontas and Mischief starting. The 
Gracie won, beating the Mischief by three 
minutes and nineteen seconds. The Pocahontas 
proved that she was a flat failure, and was 
far. behind at the finish. 

The third -ferial race was sailed over a course 
outside the Hook on October 20. Mischief, Gracie 
and Pocahontas were the competitors. The 
Pocahontas was so badly disabled that she was 
towed back to a sheltering basin and laid up. 



canals, for she was, like the Countess of Dufferin, 
a fresh-water yacht, built on Lake Ontario. 
She came through the "raging canawl" in safety, 
which, in view of her subsequent performances, 
unkind critics declared, was remarkable. She 
was put in drydock at once and work was 
pushed forward on her to get her ready for the 
race: It had been originally asked 'by 'the} 
Canadians that the races for the cup be sailed 
in September, but owing to delay in launching 
the Atalanta a postponement had been asked 
for and granted. When the Atalanta was placed 
in drydock the practised eye at once saw that 
there was nothing new or startling in her Jines 
and no indication of great speed. Still, though 
her model was sharply criticised, opinions con- 
cerning her were not all unfavorable. Finally 
the Atalanta was ready. The day named for 
the first race was foggy, and there was so little 
wind that it was determined to postpone it until 



FIFTH RACE FOR THE CUP. 



19 



the next day, November 9. On that day the 
Mischief land Atalanta were started in the first 
race over the old New-York Yacht Club course, 
the start being off Stapleton. The Gracie was 
on hand at the start and went over the course 
with the other two yachts, beating both the 
Atalanta and Mischief to the consequent glorifica- 
tion of her many partisans. In fact, about all 
the racing there was after Southwest Spit buoy 
was reached was between the two American sloops, 
the Atalanta being out of the race before she 
reached the first mark. 

The wind at the start was blowing a good sail- 
ing breeze from west-southwest, and the tide was 
the last of the flood. At 11:11 the starting 
signal was given and the yachts crossed on the 
starboard tack. The Mischief led the AtaJanta 
over the line by one minute one second. Neither 
yacht had her topsail set, and the Atalanta had a 
reef in her mainsail. In the lower bay both 
yachts set their working topsails. The Mischief 
constantly drawing away from the Atalanta the 
latter boat shook out her reef, but as her topsail 
was set flying she had to take in that sail for a 
while in order that the halyards might be bent 
lower on the sprit. The crew of the Atalanta 
was composed largely of volunteers from the Bay 
of Quinte Yacht Club, and there seemed nothing 
like discipline or quick, sharp work on board the 
Canadian. The times of the races at the South- 
west Spit buoy were as follows: 

Mischief 12:33:12 

Atalanta ...12:45:27 

Prom here out to the Sandy Hook lightship the 
Atalanta was so far astern as to deprive the con- 
test between her and the Mischief of any interest. 
Try as she might the Canadian boat could not 
close up the great gap between her and the Mis- 
chief. That she was not well sailed Is admitted, 
but had she been sailed by the best yachting- 
talent the world ever saw^she never, from start 
to finish. would have had a ghost of a show of 
winning the race. The spectators who had come 
out in tugs and yachts and steamers to see the 
race ceased to take any thing except a languid 
interest in the Atalanta* and devoted themselves 
to looking at the fine work being done by the 
Gracie. The times of the Atalanta and Mischief 
at the lightship were as follows : 

Mischief 1:25:25 

Atalanta ...1:38:14 

On the run in the yachts had a cracking breeze, 
and at the Southwest Spit the Atalanta was too 
far astern to be timed. The time of the race 
was as follows : 

Elapsed Corrected 
Name. Start. Finish lime. Time. 

Mischief 11:14:50 3:31:59 4:17:09 4:17:09 

Atalanta 11:15:51 4:04:15^ 4 :48 :24i2 4:45:29^ 

The Mischief beat the Atalanta 28 minutes 
20 1-4 seconds on corrected time, and ( 31 minutes 
15 1-4 seconds on actual time. 

The second race of the series was sailed on 
November 10. The result being a foregone con- 
clusion little interest (was taken in the contest. 
It seemed almost cruel to race against such a boat 
as the Atalanta had proved herself to be. There 



was no sport in it, only expense and trouble, and 
all wished it were well over with. The second 
race was started off the point of the Hook, and 
the course was (twenty miles to leeward and re- 
turn in the open ocean. The wind blew a fresh 
whole-sail breeze from west by north. The boats 
ran for the outer mark with booms to port and 
jib-topsails "whiskered out" to starboard. They 
carried club-topsails. The Mischief crossed the 
starting line twenty seconds ahead of the Ata- 
lanta. The Canadian boat did better in the 
run out than she had ever done before, and held 
the Mischief well. Both boats took in their 
topsails and reefed their mainsails as the outer 
mark was approached. The times at the outer 
mark were as follows : 

Mischief 1 :40 :14 

Atalanta 1 :42 :29ia 

Now it came to windward work, and it was 
"all day" with the (Atalanta. The Mischief 
constantly drew away from her, gaining on every 
tack, and at the finish had beaten her worse 
than she did on the previous day. The Atalanta 
had to put a second reef in her mainsail on the 
way in. The time of the race was as follows : 

Elapsed Corrected 
Name. Start. Finish. Time. Time. 

Mischief 11:58:17 4:53:10 4:54:53 4:54:53 

Atalanta 11:58:47 5:35:19 5:36:32 5:33:47 

Thus the Mischief beat the Atalanta 38 minutes 
54 seconds on corrected time, and 41 minutes 39 
seconds on actual time. Even this most crush- 
ing defeat did not make Captain Cuthbert lose 
confidence in himself or his boat, and he at 
once announced that he would lay the Atalanta 
up for the winter and challenge again, when, with 
bis boat in better condition, he should expect 
a more favorable result. He never did challenge 
again, however. 

The Atalanta was a centreboard sloop 70 feet 
over all, 64 feet on the water line, 19 feet beam, 
6 feet 10 inches depth of hold, and 5 feet 6 
inches (draught aft and 3 feet 6 inches forward. 
With her board down she drew 16. feet 6 inches. 
She had a 70-foot lower-mast and a 34-foot top- 
mast. She had 25 feet [of bowsprit outboard, a 
70-foot boom, and a 36-foot gaff. The Mischief, 
which defeated her, an iron centreboard sloop, 
was designed by A. Cary Smith, and built by 
Harlan & Hollingsworth in 1879. She is now 
owned by Edward F. Linton, of New-York. 

The defence of the America's Cup is a rather 
expensive operation. These farcical races with 
the Atalanta cost the New- York Yacht Club over 
$20,000, and it was felt that something ought 
to be done to protect the club against such at- 
tempts as that of the Atalanta. The result 
was the returning of the cup to the only sur- 
vivor of the original givers— George L. Schuyler— 
who gave it back to the club under a new deed 
of gift. Thus the challenge of the Atalanta was 
unfortunate m every way, for it not only brought 
about foolish races for a trophy for which only 
the best yachts of the Avorld are expected to 
contend, and caused great expense and annoyance, 
with no results of value whatever, but it also 
ultimately brought about the second deed of 
gift— a precedent for the third deed of gift, and 



20 



LIBRARY OF TRIBUNE EXTRAS. 



international and domestic discussions over these 
instruments have not yet ceased. It was not 
until December, 1882, that the New-York Yacht 
Club decided to give the cup back to Mr. Schuyler. 
The second deed of gift was as follows : 

" Any organized yacht club of any foreign coun- 
try, incorporated, patented or licensed by the 
legislature, admiralty or other executive depart- 
ment, having for its annual regatta an ocean 
water-course on the sea or an arm of the sea 
(or one which combines both), practicable for 
vessels of 300 tons, shall always be entitled, 
through one or more of its members, to the 
right of sailing a match for this cup with a 
yacht or other vessel propelled by sails only, and 
constructed in the country to which the chal- 
lenging club belongs, against any one yacht 
or vessel, as aforesaid, constructed in the coun- 
try of the club holding the cup. The yacht or 
vessel to be of not less than thirty nor more 
than 300 tons, measured by the Custom House 
rule in use by the country of the challenging 
party. The challenging party shall give six, 
months' notice in writing, naming the day of 
the proposed race, which day shall not be less 
than seven months from the day of the notice. 

" The parties intending to saili for the cup may, 
by mutual consent, make any arrangement sat- 
isfactory to both as to the date, course, time, time 
allowance, number of trials, rules and sailing 
regulations, and any and all other conditions of 
the match, in which case, also, the six months' no- 
tice may be waived. 



" In case the parties cannot mutually agree upon 
the terms of a match, then the challenging party 
shall have the right to contest for the cup in one 
trial sailed over the usual course of the annual 
regatta of the club holding the cup, subject to its 
rules and sailing regulations, the challenged party 
not being required to name its representative 
until the time agreed upon for the start. 

"Accompanying the six months' notice there 
must be a Custom House certificate of the meas- 
urement, and a statement of the dimensions, rig 
and name of the vessel. No vessel which has once 
been defeated in a contest for this cup can be 
again selected by any club for its representative 
until after a contest for it by some other vessel 
has intervened, or until after the »vpir»tion of 
two years from the time such contest has taken 
place. 

"Vessels intending to compete for this .cup must 
proceed under sail on their own bottoms to the 
port where the contest is to take place. Should 
the club holding the cup be for any cause dissolved, 
the cup shall be handed over to any club of the 
same nationality it may select, which comes under 
the foregoing rules. 

"lb is to be distinctly understood that the 
cup is to be the property of the club, and not of 
the owners of the vessel winning it in a match, 
and that the condition of keeping it open to be 
sailed for by organized yacht clubs of all foreign 
countries upon the terms' above laid down, shall 
forever attach to it, thus making it perpetually 
a challenge cup for friendly competition between 
foreign countries." 



SIXTH RACE FOE THE CUP. 



21 



THE RACE OF RACES. 



HOW THE GENESTA NOBLY CONTENDED 
FOE THE AMERICA'S CUP. 



A GALLANT YACHTSMAN OWNED HER, AND IN 

HIS DEEEAT THERE WAS NO SHAME— THE 

PURITAN'S MAGNIFICENT WORK. 

It was early in 1885 that the New-York Yacht 
Club received a challenge for the America's Cup 
from the Eoyal Yacht Squadron. It was the 
Royal Yacht Squadron which first offered the 
cup, and this was the first time it had challenged 
for it since it had "Been won by the America. 
The cutter Genesta was named as the boat to 
compete. She was owned by Sir Richard Sutton, 
a young baronet well known in England as a 
thorough yachtsman and sportsman of the high- 
est type, and who subsequently won the admira- 
tion of all Americans for the gentlemanly and 
true sportsmanlike qualities which he showed in 




GENESTA. 

his contest for the cup. It was at first proposed 
that if the Genesta failed to win the cup the 
Galatea, a cutter belonging to Lieutenant Henn, 
of the Royal Navy, and a member of the Royal 
Northern Yacht Club, should race for the trophy 
after a brief time. There w.as the usual amount 
of correspondence and all that sort of thing, but 
finally it was so arranged that the Genesta raced 
for the cup in the fall of 1885 and the Galatea 
came over and raced for it the next year. 

The contest for the cup that year brought to 
public view the genius of Burgess and broke 
down the prejudice which had been hampering 
the development of American yachting. The 
feces of the Genesta and Puritan began that rapid 



interchange of ideas between the two nations of 
England and America which has brought about 
the present condition of affairs and made the 
terms (of cutter and sloop to lose their meaning 
of signifying radically opposed types. The 
Genesta came the nearest to taking back the cup 
to England of any boat before or since which 
has come over for it. Lord Dunraven, the 
present challenger ifor the cup, says of ►the 
Genesta: "The Genesta was a first-class vessel; 
if not the best, she was at least the second best 
English yacht of her size afloat at the time, and 
she made a creditable .fight." 

. In the light of the Genesta's performances on 
the other side there seems little doubt that she 
was the best all-around boat of her size on the 
other side at the time, and could fairly be con- 
sidered as representing the best of British skill 
in yacht designing. She was designed by J. 
Beavor Webb, now of this city. As soon as it 
was settled that there was to be a race for the 
cup the New-York Yacht Club sent out a circular 
to all the yacht clubs of the United States in- 
viting them to furnish a boat to be entei-ed in 
the trial races to select a champion. The flag 
officers of the New-York Ticht Club, James Gordon 
Bennett and William P. Douglas, gave A. Cary 
Smith an order to design a centreboard sloop of 
about the length of the Genesta, and some gentle- 
men of the Eastern Yacht Club formed a syndi- 
cate and ordered a cup defender from Edward 
Burgess. The principal members of the Eastern 
syndicate were General Charles J. Paine and 
J. Malcolm Forbes. 

Burgess had a local reputation as a yacht 
designer, but was not well known outside of 
Massachusetts. He had taken up yacht design- 
ing as a hobby in the days of his wealth, and 
when financial reverses compelled Mm to work 
for his daily bread he had gone into it as a busi- 
ness. He had been successful in designing small 
boats, and General Paine and Mr. Forbes had 
confidence in him. A. Cary Smith was then, and 
is now, one of the best and the best-known de- 
signers of the country, a man who never built 
a bad boat, and it was to the boat designed by 
him that most people looked as the yacht to 
save the cup, although there was a general doubt 
if faster sloops could be built than the Mischief 
and Grade. This doubt, it may be said, how- 
ever, was not strong in the minds of well-in- 
formed yachtsmen who knew what wonderful 
strides yacht building had made on the other 
side, and had heeded the lessons taught by 
the cutter Madge. In fact, there was a strong 
party of the most progressive yachtsmen who 
did not believe it possible in the condition of 
American yachting at that time to build a boat 
on this side to beat the English champion. The 
Priscilla was built by the Harlan & Hollings- 
worth Company at Wilmington, Del. She was of 
iron and of the following dimensions: Length 
over all 94 feet, on water-line 85 feet, beam 22 
feet 5 inches, draught 7 feet 9 inches. The 
Puritan was built at Lawley's yard at Boston. 
She was 93 feet over all, 80 feet on the water- 
line, 23 feet beam, and drew 8 feet 2 inches of 
water. She was built of wood and was, like 
the Priscilla. a centreboard. Both boats are 



22 



LIBRAEY OF TRIBUNE EXTEAS. 



still in existence, the Priscilla as the schooner 
Elma, and the Puritan under her old form and 
name. 

The Genesta, built on the Clyde, was launched 
in May of 1884. She was of composite huild, that 
is, with a steel frame and elm and teak plank- 
ing. She was 90 feet over all, 81 feet on the 
water line, 15 feet beam and 13 feet 6 inches 
draught. She arrived in New-York on July 
16, 1885, having made the extremely fast time 
for a boat of her size across the Atlantic of twenty- 
four days, and doing it under a jury rig. Her 
record on the other side was well known, and 
yachtsmen felt a little nervous about her. When 
she got her racing spars in and went sailing about 
the bay to get "tuned up" she displayed qualities 
which far from allayed this anxiety. Every day 
she went sailing about in the Lower Bay, towing 
a little pumpkin seed boat astern, and yachts 
used to run out and try to get a brush with her, so 
as to take her measure. But the Genesta was 
wary, and avoided all offers of battle. Anxious 
watchers, among whom was the writer, who used 
to observe her daily from the heights of Fort 
Wadsworth, saw enough of what she could do, 
however, to disturb their peace of mind. The 
Genesta's quickness in stays was one thing which 
especially struck that little group of yachting 
critics, and the writer remembers several learned 
dissertations in which it was sought to be 
demonstrated that this was a positive disadvantage. 

Well, the Puritan arrived from Boston, and 
came in for a good share of criticism, and the 
PrisciUa came up from Wilmington, and came in 
for a good share of praise, and the old 
guard sneered at both of them and declared that 
Mischief and Gracie could beat them both with 
time allowance. 

On August 21 the first of the trial races was 
sailed, and Burgess and the Puritan burst upon 
the yachting world. The race was in charge of 
a special committee appointed by the New-York 
Yacht Club, consisting of J. Frederick Tarns, 
Philip Schuyler, C. H. Stebbins. Jules A. Montant 
and J. E, Busk. The course was twenty miles to 
windward, from the Scotland Light Ship and re- 
turn. The yachts starting in the race were the 
Puritan, Priscilla, Gracie and Bedouin. The 
Bedouin is a cutter of the beamy type. The 
Tribune said of the race next day : 

" The Yankee sloop Puritan, over forty miles of 
rough water in a stiff breeze yesterday, not only 
demonstrated that she was the fastest sloop ever 
launched on this side the water, but gave promise 
that the cup which seemed to be slipping from the 
country's grasp would be retained for some time 
longer in the 'land of the free and the home of the 
brave.' The performance of the Puritan was the 
most wonderful ever seen in these waters. Her 
speed was phenomenal, her sailing superb and she 
herself seemed perfect. The renowned Gracie, the 
ambitious Priscilla and the swift Bedouin were 
left so far behind that the race was decided before 
it was well begun. The white sloop from Boston 
out-footed and out-pointed everything. She beat 
the Priscilla 11 minutes 12 seconds, the Bedouin 
18 minutes 46 seconds and the Gracie 35 minutes 
53 seconds." 



The second of the trial races was sailed on. 
August 22 over a triangular course in the open sea. 
The wind was light and did not hold steady. The 
Puritan had the race, when the wind shifted and. 
brought the Priscilla in a winner by a " fluke. " 
The same four yachts started then as in the first 
race. The victory of the Priscilla was a barren 
one, only achieved by an accident, and did not 
make her even a formidable rival to Puritan. 
The first day's race was a fair test, and no thing 
could take away its glory from the Puritan. 

The third of the trial races was sailed over the 
New-York Yacht Club course and resulted in a 
victory for the Puritan. Thereupon the commit- 
tee selected that boat as the American champion, 
though the formal announcement was not made 
until September 1. By the terms of agreement 
with Sir Bichard Sutton, the club had agreed to 
name its champion one week before the first race 
for the cup. The dates for the races for the cup 
Were fixed as September 7, 9 and 11. 

Now, .all American yachtsmen were delighted 
with the Puritan, and an easy victory over the 
Genesta was looked forward to. The first race 
was to be twenty miles to windward and return 
from Scotland Lightship, and on the morning of 
September 8 the Puritan and Genesta went out to 
the starting place accompanied by an enormous 
flotilla of all sorts of craft which the great port 
of New-York could furnish. The yachts were 
started, but the winds were variable and so light 
that the attempt to get over the course was given 
up after about five hours of little more than drift- 
ing, and the yachts were towed back to harbor. 
The Puritan in the work of the day, unsatisfactory 
as it was, had shown such good qualities that her 
admirers, and they were the entire population of 
these United States, were more enthusiastic than 
ever about her, and confident of tne result of the 
races. 

A second fruitless attempt to sail a race was 
made the next day— September 8. It resulted in 
the Puritan and Genesta fouling each other, 
the tearing of the American's boat mainsail 
and the loss of the English boat's bowsprit. The 
collision occurred just as the yachts were com- 
ing up to the line for the start and were 
manoeuvring for position. It was the Puritan's 
fault, and as the preparatory signal had been 
given the yachts were technically in the race. 
Therefore the Puritan was disqualified, and Sir 
Bichard Sutton was told that he could sail 
over the course and claim the race. 

This Sir Bichard absolutely refused to do, 
saying he " wanted a race and not a walkover." 
This refusal of Sir Richard to take the 
race, which he had every technical right to take, at 
once made him a most popular man throughout 
the country. It was only a sample of the spirit 
shown by the owner of the Genesta in all the 
intercourse between himself and American yachts- 
men while he was in this country. 

On the morning of September 11 the Puritan 
and Genesta, having been repaired, went out to 
Scotland Lightship to make another attempt to 
sail a race for the cup. In the morning there 
was every prospect of a good race, but the wind 
began to drop soon alter the yachts started, and 
they were unable to make the course in the 



SIXTH EACE FOE THE CUP. 



2a 



prescribed time limit of seven hours. There was 
a heavy sea all day, and the yachts worked 
through it as best they could in the constantly 
failing wind until about sunset, when the judges' 
boat signalled that the race was oh and the 
yachts were turned back before they had reached 
the outer mark. 

In the day's work the Puritan apparently had 
the advantage of the Genesta, taking the seas 
more easily. The next day another futile 
attempt to sail a race was made. This time 



course, and 'the Puritan gave the Genesta an allow- 
ance of twenty-eight seconds over it according to 
the rules of the New-York Yacht Club, under 
which the boats sailed. The wind at the start 
was blowing lightly from the southwest, and a 
strong flood tide was running. The wind drew 
up through the Narrows so that at the starting 
line it was more southerly than it was outside. 
Aubury Crocker was sailing-master of the Puri- 
tan, and Captain Carter, the same who is now 
sailing-master of the Valkyrie, was at the helm 




THE PURITAN CROSSING THE LINE. 



the yachts were becalmed at the start, and after 
a weary wait for wind were turned back to harbor. 
It did seem as if there never was to be a 
real race, and the public had got tired of getting 
up early in the morning to go outside Sandy 
Hook and see " fizzles," but they were all out 
again the next day. 

On Monday, however, there really was a race. 
That day had been set for the race over the New- 
York Yacht Club course, and the race over the 
outside course had been by mutual consent post- 
poned until Tuesday. The New-York Yacht Club 
then had its starting place oh Stapleton, and its 
finish below the Narrows. It was a 38-mile 



of the Genesta. The yachts were started at 10 :30 
o'clock. They went over the line side by side 
on the starboard tack, the Puritan being- 
timed two seconds ahead of the Genesta only. 
They made two tacks above the Narrows, and then 
a long leg, standing well down beyond Coney 
Island Point. When well out in the Lower Bay 
the wind died out, and the Puritan hung becalmed 
off the West Bank. She had got a good lead on 
the Genesta, but now the English yacht crawled 
up on her until she, too, struck the glassy streak 
in the water where the Puritan lay and hung 
motionless on the tide. Then a wind came fresh- 
ening up from the south, and the yachts were in 



24 



LIBEAEY OF TRIBUNE EXTRAS. 



motion again. They went tacking down to the 
Southwest Spit Buoy, the Puritan, which had got 
the wind 'first, constantly increasing her lead. 
When the yachts got outside the Hook there was 
a good stiff breeze bTowing, and a heavy swell 
rolled up from the south. 

The Puritan lead the Genesta nearly five minutes 
around the lightship. When the yachts came 
back and got in the Lower Bay they lost the wind 
for a while, but finally got enough to carry them 
home in good style. The Puritan led from the 
start to finish and beat the Genesta 16 minutes 
47 seconds on actual time, and 16 minutes 19 
seconds on corrected time. The time of the race 
was as follows : 



Start. Finish. 

Name. h. m. s. h. m. s. 

Puritan 10:32:00 4:38:05 

Oenesta 10:32:00 4:54:52 



Elapsed Corrected 

time. time, 

h. m. s. n. m. s. 

6 :06 :05 6 :06 :05 

6 :22 :52 6 :22 :24 



The starting time of both yachts was taken as 
10:32.00, the starting signal having been given 
at 10:30 o'clock and only two minutes having 
been allowed to cross the line. Thus the Puritan 
was handicapped 2 seconds and the Genesta 4 
seconds. 

There was naturally much rejoicing over the 
victory of the Puritan, but the friends of the 
Genesta were not discouraged, and said : " Wait 
until the rac^s on the open sea." As a matter 
of fact, while the victory of the Puritan was 
encouraging, it was no guarantee of what would 
happen in a race outside, the New-York Yacht 
Club course being no place for a decisive test 
of the qualities of a Dig boat. The Genesta 
cracked her masthead in the race of Monday, so 
Wednesday was set for the first outside race. 

The race of Wednesday was over the course 
of twenty miles to leeward and return, from the 
Scotland Lightship. There was a stiff breeze 
blowing and a lumpy sea. The Puritan saved 
the day and the cup by 1 minute 38 seconds. The 
yachts were started at 11 :05. The yachts came 
over the line with a rush, the Genesta leading 
by a little over half a minute. They both set 
spinnakers, and the Puritan had up a big jib- 
topsail* Both yachts were towering piles of 
canvas, and never before in these waters if, in- 
deed, anywhere in the world, had yachts sailed 
so fast before. Slowly but surely the Yankee 
boat drew up on the Genesta, and when off Sandy 
Hook Lightship she got so close astern as to 
take the British boat's wind and then shot ahead 
of her, going to the northward of her. It was 
blowing too hard for the Puritan to carry her 
immense jib-topsail and she took it in. The 



Puritan drew ahead rapidly. The wind hauled 
a little more to northward, and the Genesta took 
in her spinnaker, jibed over and set it to port. 
Both boats heretofore had had their spinnakers 
out to starboard. The Puritan refused to fol- 
low her example, and the English boat ran up 
on her. 

The two boats were approaching the outer 
mark. The Puritan took in her club-topsail. 
The Genesta passed ahead of the Puritan, tak- 
ing in her big club-topsail and setting a "jib- 
header." The Genesta carried her spinnaker well 
up to the mark; the Puritan took hers in some 
time before. Now came the windward work. 
The Genesta clung to her Working topsail and 
carried forestaysail and jib. The Puritan housed 
her topmast, and with her forestaysail and jio 
as head sails began to do excellent work. She 
sailed much dryer than the Genesta. After round- 
ing the stakeboat the yachts stood for a short 
time on the starboard tack, and then made a 
long leg to the northward on the port tack. 
The Puritan passed ahead of the Genesta. 

It was when the Genesta came about again on 
the starboard tack, and stood for the lightship 
that the hearts of the Ameircans sank, for the 
Puritan held her tack and stood so far to the 
northward that it seemed as if she had forgotten 
that such a thing as the Scotland Lightship 
existed. 

The Genesta meantime Was driving straight for 
the finish, going at a tremendous pace, and still 
clinging to her working topsail as if in defiance 
of the Yankee, who had housed his topmast. 

Finally the Puritan came about and stood for 
the lightship. She kept increasing her wind- 
ward position until near the finish when she 
eased her sheets a little and like a flash came 
down and lapped on to the Genesta's quarter. 
Then a splendid struggle began. Both yachts 
seemed to be alive, and both did wonderful work, 
but steadily the Puritan drew ahead and finally, 
just before the finish line was reached, gave a great 
bound ahead and dashed over the line a victor. 

It was the most exciting finish ever seen, for 
nowhere else have two first-class representative 
yachts contended for so much under such dra- 
matic circumstances. This race settled the pos- 
session of the cup for that year. Sir Richard 
Sutton afterward sailed against the schooner yacht 
Dauntless for the Cape May and Brenton's Beef 
cups, and won them. They are now in Eng- 
land, and it is these that the Navahoe hopes to 
bring back this year. Sir Bichard Sutton died in 
1891, sincerely mourned by all who knew 
Mm and by all the yachtsmen of America. 




THE AMERICAN CHAMPION YACHT " PURITAN," 

MODELLED BY EDWARD BURGESS, OF BOSTON, MASS. 

Winner of the Two Races for the "America's Cup" against the English Cutter "Genesta" 
at New York, Sept. 14th and 16th, 1885. 

Length Over All, 9} Feet. Length Mast from Deck to Hounds, 60 Feet. 

" On Water Line, 80 Feet. Topmast from Fid to Sheave, 44 Feet. 

Beam, 22 Feet 7 Inches. " Bowsprit, Outboard, 38 Feet. 

Draught, 8 Feet 5 Inches. " Boom, 76 Feet. Gaff, 47 Feet. 



26 



LIBEAEY OF TEIBUNE EXTRAS. 



THE GALATEA FAILED, TOO. 



SHE, WAS NO MATCH FOE THE WONDEEFUL 
MAYFLOWEE. 



AMERICA EASILY KEPT THE FAMOUS CUP IN 

1886 — LIEUTENANT HENN'S GALLANT 

STRUGGLE— DETAILS OF THE RACES. 

The year after the Genesta raced for the Amer- 
ica's Cup, that is in 1886, the Galatea came over 
and tried her luck. The Galatea was owned and 
is still owned by Lieutenant Henn, of the Eoyal 
Navy, and she was the champion of the Eoyal 
Northern Yacht Club. The Galatea did not come 
with the prestige of the Genesta, as in her racing 
of the year before in English waters she won 
only two second prizes out of fifteen starts. 
She was designed by J. Beaver Webb, the designer 
of the Genesta, but was not so fast a boat as Sir 
Richard Sutton's yacht. The Galatea is a 



The races of this year showed that Burgess 
had only begun when he built the Puritan, and 
that wonderful as that boat seemed he was able 
to build faster and better boats. This he 
did when he built the Mayflower, now altered 
into a schooner, and a fast one. The pre- 
liminary arrangements for the races of 188 6 were 
not se diffuse, nor did they cover such a length 
of time as the correspondence regarding previous 
races. The same terms were granted to Lieu- 
tenant Henn as had been granted to Sir Eichard 
Sutton, and so with a long preface, the Galatea 
came over in search of the cup. 

Meantime the Americans had been preparing to 
meet the English champion, and although the re- 
sult showed that the Puritan could have beaten 
the Galatea, new boats were built to compete in 
the trial races. From Boston came the Mayflower, 
built by Burgess at Lawley's yard for General 
Charles J. Pakie. A syndicate of the members 
of the Atlantic Yacht Club gave a commission to 
Philip Ellsworth to build a cup defender, and 
he produced the sloop Atlantic. The owners of 
the Priscillla. still thought she was a boat with a 




good cruising boat, which fact she has amply 
demonstrated since her defeat in the races for 
the America's Cup in 1886, but she did not fairly 
represent the fastest boats of England. 



GALATEA. 

future, and J 



Malcolm Forbes knew that tda 
Puritan was one with a history. So these four 
boats started in the trial races. They had all 
raced before on the summer cruise of the New- 



SEVENTH EACE FOR THE CUP. 



¥brk Yachlt dub, and people generally had 
"got the measure" of the boats, and knew which 
was to be the defender of the cup that year. 
The Galatea had arrived early in the summer at 
Boston, and .-joined the New- York Yacht Club fleet 
at New-Bedford while it was on the annual cruise 
on August 9. This was the first time the yachts- 
men who were to defend the cup had a chance to 
see the Galia.tea, and though the record of her 
races in England was not alarming, yet no one 
who saw her come sweeping into Buzzard's Bay 
that day but had a wholesome respect for her. 
The Tribune of August 10 said: 

"As the fleet passed up Buzzard's Bay, a large 
white cutter with a towering topmast was sighted 
coming in through Quick's Hole. The blue en- 
sign of the Eoyal Naval Reserve flying from her 
peak proclaimed her the Galatea. Before the 
yachts had all dropped anchor she came gliding 
into the harbor and anchored near the flagship 
Electa. As she dropped anchor Commander 
Gerry hauled down the New-York Yacht Club 
ensign which, had been flying at the fore, and 
broke out the British blue ensign. At the same 
time he fired a gun. The Galatea acknowledged 
the salute, and the flagship ran up the club flag 
again, while all the yachts in the harbor blazed 
away a welcome to the Galatea. On the deck 
of the Galatea were Lieutenant and Mrs. Henn. 
The Galatea is by no means so pretty as the 
Genesta, but she is a powerful-looking boat, and 
has apparently a dangerous amount of 'go' about 
her." 

The Galatea sailed with the New-York Yacht 
Club fleet for the rest of the cruise, but entered 
in no races, and carefully avoided any brushes 
which might enable her qualities to be satisfac- 
torily contrasted with the boats built to defend 
the cup. 

The first of the trial races to select a defender 
was sailed on August 21. The race was over the 
New-York Yacht CMb's " inside course, " the boats 
entered were the Puritan, Priscilla, Atlantic and 
Mayflower. This race proved beyond a doubt, if 
such a doubt existed in the minds of well-in- 
formed yachtsmen, that the days of the " rule 
of thumb " designing had passed and that of scien- 
tific yacht-building had succeeded. There never 
was a better designer of the old school than Philip 
Ellsworth, the designer of the Atlantic, and never 
a better sailing master grasped a tiller than his 
brother " Joe, " who sailed her, yet she was a 
marked failure and had no part in the struggle 
for supremacy worthy of notice. 

The Puritan and the Mayflower taught the 
Americans not to be afraid of deep draught and 
outside ballast, and they taught the English the 
possibilities of the centreboard in sloops of such a 
size, a lesson which Fife and Watson are still 
learning, and learning poorly. 

The first of the trial races was won by the May- 
flower easily. She was not well sailed, but she 
showed an amount of swiftness which put the 
possession of the cup beyond a reasonable doubt. 
That is, to one looking back on it all, and seeing 
more clearly in the perspective of the past than 
when incidents were crowding upon each other 
and the rapid development of yachting was blind- 
ing in the rapidity of progress, it was beyond the 



shadow of a reasonable doubt. But at that time 
many feared the Galatea, and there was much 
anxiety about the cup. 

An attempt to sail a second trial race was made 
on August 23, but owing to a brisk wind it was 
postponed until the next day. The second trial 
race was sailed over a course 20 miles to leeward 
and return from the Sandy Hook lightship. The 
four yachts Puritan, Mayflower, Priscilla and 
Atlantic started. There was a heavy swell roll- 
ing up form the southeast and a good sailing 
breeze was blowing. The Mayflower won that 
race with the same ease as she had .won the 
previous one and the committee decided that 
there was now no necessity of having more trial 
races, selecting the Mayflower as the American 
champion that very night. It was decided then 
that the Galatea and Mayflower should be the two 
boats to uphold the yachting of their respective 
countries upon the sea. The dimensions of the two 
boats were as follows: Galatea, 100 feet over all, 
8G feet water-line, 15 feet beam and 13 feet 6 inches 
draught. Mayflower, 100 feet over all, 85 feet 
water-line, 23 feet beam and 10 draught. 

The first of the races between the two boats 
was sailed for the great cup on September 7. The 
course was the New-York Yacht Club course, with 
the start off Stapleton. The day was a perfect 
one for a marine pageant and a good one for light- 
weather racing. A large fleet of yacht3 and ex- 
cursion boats came out to see the race and rather 
interfered with the racers now and then in their 
anxiety to get near and have a good view of 
the contest. A light wind was blowing from the 
south at the start. The signal was given at 
10:56 o'clock. The start was one of the pret- 
tiest ever seen. The Mayflower was almost on 
the line, with the Galatea on her weather quar- 
ter, when the English yacht suddenly shot ahead 
and blanketed her rival. They shot over the line 
together, with only a few seconds difference in 
their time, and with a speed that was wonderful 
to behold, the light airs which blew considered. 

The Galatea passed ahead of her antagonist 
and gained a lead which she soon lost. A strong 
flood tide was running at the start. The yachts 
crossed on the starboard tack and stood well over 
to the Long Island shore. They came about on the 
port tack about the same time, and the Mayflower 
began to eat out to windward of the Galatea. 
The British boat seemed to be outfooting the 
Yankee, but could not point with her at all. 
The yachts beat down to the Southwest Spit, the 
Mayflower gaining all the time. At the South- 
west Spit Buoy the American yacht was 4 min- 
utes 30 seconds ahead of the British champion. 
The reach out by the point of the Hook gave a 
greater margin of safety to the Mayflower, the 
American boat leading her antagonist at Buoy 
No. 8 1-2 (old number) by 5 minutes 16 seconds. 

The wind outside was from the south-southeast, 
and the yachts were able to lay a course for the 
lightship. The wind began to drop as soon as 
the yachts were over the bar, but after they had 
rounded the lightship a good breeze sprang up. 
The long reach out to Sandy Hook lightship was 
devoid of special interest. The Mayflower in- 
creased her lead all the time, and rounded the 
lightship nearly 10 minutes ahead of the Galatea, 



28 



LIBEAEY OF TRIBUNE EXTEAS. 



After this there was no race at all, the Galatea 
never having a chance of catching the Mayflower, 
and when the yachts had crossed the finish line, 
just outside the Narrows, the Mayflower was a 
winner by 12 minutes 40 seconds actual time, 
and 12 minutes 2 seconds corrected time. The 
time of the race was as follows : 









Elapsed Corrected 


Name. 


Start. 


Finish. 


time. time. 


Mayflower .. 


10 :56 :12 


4 :22 :53 


5 :26 :41 5 :26 :41 


Galatea 


10:56:11 


4 :35 :32 


5 :39 :21 5 :38 :43 



The course was thirty-eight miles long and the 
Mayflower allowed the Galatea thirty-eight sec- 
onds, according to the rules of the New-York Yacht 
Club under which the race was sailed. 

The second race was put down for contest 
over an ocean course, twenty miles to windward 
and return from the Scotland Lightship. There 
was every prospect of a good race when the 



their attendant flotilla oi! excursion boats groped 
their way home as best they could. On Septem- 
ber 11 the race over the outside course was 
sailed. The result was a victory for the May- 
flower, which was decisive and conclusive, and 
left no question as to the relative merits of the 
British and American champions. 

When the yachts were started at the Scotland 
Lightship at 11 :20 o'clock the wind was blow- 
ing about fifteen miles an hour from the north- 
west, and the course was therefore laid out 
twenty miles to the southeast, making the course 
to leeward and return. The wind, fresh at the 
start, died out after the outer mark was reached 
and it seemed at one time as if the race would not 
be made within the time limit of seven hours. 
The Mayflower did it, however, and achieved a 
sweeping victory. The race proved beyond doubt 
that the Galatea was not a racing boat, and that 




T.HE MAYFLOWER AT THE FINISH. 

and the wind died out before the boats had got the fears which had been entertained regarding 

four miles from the starting point. So the at- her were groundless. The race was more properly 

tempted race was a fizzle, and the yachts and a walkover for the Mayflower, and the Galatea did 

yachts were started, but a dense fog shut down not get near enough to her in the course of the 




THE AMERICAN CHAMPION SLOOP YACHT " MAYFLOWER," 

MODELLED BY EDWARD BURGESS, BOSTON, MASS. 

Winner of the Two Races for the "America's Cup" against the English Cutter "Galatea," at New York, 

Sept. 7th and 1 ith, 1886, Winning the First or "Inside" Race by 12 Minutes, 2 Seconds, 

and the Second or " Outside" Race by 29 Minutes, 9 Seconds, and Proving 

Her Superiority at All Points of Sailing. 



30 



LIBRARY OF TRIBUNE EXTRAS. 



race to make the contest interesting. The May- 
flower won by 29 minutes 48 seconds actual 
time, and 29 minutes 9 seconds corrected time. 
The time of the race was as follows : 

Elapsed Corrected 
Name. Start. Finish.. time. time. 

Mayflower 11:22:40 6:11:10 6:49:00 6:49:00 

Oalatea 11:24:10 6:42:58 7:18:48 7-18:09 

The Tribune said next morning concerning the 
defeat of the Galatea : 

"Lieutenant Henn, of the Galatea, has had an 
unpleasant experience, for it is no slight test of 
any man's equanimity to bring a yacht 3,000 
miles and see her beaten at every point in her 
own weather. But it is some consolation to him 
to know that bis gallantry, courtesy and unfailing- 
good nature have been fully appreciated by Ameri- 
can yachtsmen and the American public, and that 
while it is not in human nature for the victors 
to refrain from exultation, their rejoicing is tem- 
pered by admiration and sympathy for so worthy 
an antagonist." 

lieutenant Henn and his wife were the recipi- 
ents of many social courtesies while they remained 
in the city. 

The races of the Galatea were not considered by 
the English as being at all conclusive as to the 
relative merits of the American and British type 
of boats, and before the Galatea had left these 
waters it was known that a boat was to be built 
in Scotland which was to come over the next 
year and make another try for the cup. It began 
to look as if the British would keep at it year 
after year until they captured the trophy. This 
gave a prospect of international yacht racing on 
this side for many a long year, and the hearts of 
yachtsmen were -glad. No one could see at that 
time the cloud of the third deed of gift looming 
above the horizon. The victory of the Puritan in 
1885 lhad established the world-wide reputation 
of Burgess as a yacht designer, and the victory of 
the Mayflower confirmed it. He seemed to be 
America's only designer, and with him the yachts- 
men of America felt safe. Orders rushed in on 
him from all sides, and his fame was such that 
it not only made his own fortune, but that of the 
man at whose yards his boats were built. Though 
the British did not admit that the Galatea was a 
proper representative champion, they were never- 
theless quick to appreciate that the Mayflower was 
an extremely fast boat, and her influence was not 
without effect on British yacht designing. Of all 
the cup defenders the lines of the Mayflower have 
been perhaps most studied on the other side, and 
her name is best known. Her name even became 
popular on the other side, and there are probably 
naif a dozen Mayflowers racing over there to-day. 



NOT FOR THE THISTLE. 



THL SWIFT SCOTTISH YACHT NOT SWIFT 
ENOUGH. 



SHE COULD NOT TAKE BACK THE AMERICA'S 

CUP— THE VOLUNTEER, BEST OP BURGESS'S 

DEFENDERS. WAS A BETTER BOAT. 

It was in the year 1887 that the Scottish cut- 
ter Thistle came over here in search of the Ameri- 
ca's Cup. The Thistle came with a great reputa- 
tion. She was built for the express purpose of 
sailing for the cup, and she showed in her racing 
in English waters before she sailed over that she 
was beyond doubt the fastest yacht in Great 
Britain ; yet she suffered a defeat at the hands 
of the Volunteer which was so thorough that the 
English to this day do not believe that the Thistle 
was sailing in her usual form when the races took 
place. Lord Dunraven, the present challenger for 
the cup, says of the Thistle : " Thistle was built 
for the express purpose of sailing for the cup. 
She beat Irex on all points of sailing, and was 
fairly entitled to be considered the champion of 
the British pleasure fleet of that date. She was 
badly beaten, so badly as to raise some doubt as 
to whether she was sailing up to her true form. 
Taking a line through Thistle, Irex, Genesta on 
the one hand, and Volunteer, Mayflower, Puritan 
on the other, she certainly was not. But this is 
a mere matter of speculation. She was built for 
the purpose and was the best thing we could 
turn out." 

To defend the cap against the Thistle, Boston 
and Burgess again were called upon. General 
Paine, it was generally conceded, was the man 
to furnish the money for a cup defender, Burgess 
was the man ' to design it and Boston was the 
place for it to be built in. New-York did not 
even make a struggle for the honor of defending 
the cup. 

General Paine did not feel safe, in view of 
the Thistle's great reputation, in leaving the 
defence of the cup to the Mayflower, but decided 
on building a new boat. Burgess thereupon 
designed the Volunteer for the General. Trial 
races were sailed early in September between the 
Mayflower and the Volunteer, and the latter boat 
was selected by the special committee of the 
New-York Yacht 'Club which had the matter 
in charge. 

The Volunteer is too well known to require 
an elaborate description. In her present rig of 
a schooner she can be seen every summer at all 
the principal regattas. As the Mayflower was 
faster than the Puritan, so the Volunteer was 
faster than the Mayflower, and the three cup de- 
fenders may be said to have represented the 
positive, comparative and superlative of Burgess's 
genius. The Volunteer in those days was of 
the following dimensions : Length over all, 106. 23 
feet; water line, 85.88 feet; beam, 23.16 feet; 
draught, 10 feet. She had 9,000 square feet of 
sail area, 50 tons of outside ballast and 10 tons 
of inside ballast. The Thistle was of the follow- 
ing dimensions: Length over all, 108.5 feet; 



EIGHTH RACE FOR THE CUP. 



31 



water line, 86.45 feet; beam, 20.3 feet; draught, 
13.8 feet. She had 10 tons of inside ballast 
and 55 tons in her lead keel. 

The correspondence which preceded the inter- 
national race of 1887 was not so voluminous as 
usual, a satisfactory arrangement between the 
New-York Yacht Club and James Bell, the owner 
of the Thistle, being easily arrived at. The 
Thistle wag designed by Watson, land before she 
came across started in fifteen races in British 
waters. In these fifteen races she won eleven 
jnrstl, 'one second and Jon© .third prize. The 
Thistle arrived in New-York Bay on August 10, 
and at once there was great popular interest in 
her. Her owner came over by steamer, arriving 
soon after the yacht, and at once work was 
pushed forward on her to get her ready for the 
ocean fight. She was a boat of such undoubted 



Watson and Commodore Bell talked the subject 
over, amicably arriving at a satisfactory under- 
standing, and the first race was sailed on 
September 27. 

The course was the New-York Yacht Club's 
old inside course, with the start off Stapleton 
and the finish at the Narrows. This race was the 
last one of importance sailed over this course. 
Both start and finish of the inside course are now 
outside the Narrows. But even this improved 
inside course will probably never be again used 
for an international race. The open ocean beyond 
Sandy Hook has been chosen as the field for all 
the contests for the cup this year, and this choice 
is a precedent which will probably govern in all 
other international races. The inside course of 
the New- York Yacht Club was unfair to strangers, 
but no more so than the course of the Boyal 




THJSTI/E. 



speed that Americans felt far from certain as to 
what would be the outcome of the races for the 
cup, while the Scotch and English, on the other 
hand, were confident of victory. When the 
Thistle came to be officially measured for the 
race it was found that her load water-line length 
was nearly a foot and a half more than specified 
in the challenge, when her water-line was an- 
nounced to be 85 feet. It was declared by some 
that this invalidated the challenge, but the special 
■committee lot the New- York Yacht Club and Mr. 



Yacht Squadron, around the Isle of Wight, over 
which the America originally won the cup. 

The race of September 28 was a glorious vic- 
tory for the Volunteer. The American sloop beat 
the Scottish cutter 19 minutes 23 1-4 seconds, 
and as the finish was with spinnakers set and a 
fair working breeze blowing, this represented a 
greater distance than had ever before at a finish 
been between the two contestants for this trophy. 
The Thistle hardly deserved so bad a beating. 
She would have been defeated any way, but ill 



32 



LIBRARY OF TRIBUNE EXTRAS. 



luck made her defeat a bad one. It w'JS fluky 
weather during the first part of the race, the 
wind constantly shifting and each change favor- 
ing the American yacht. Both yachts were much 
bothered by tugs and excursion steamers which 
crowded about them, for all New-York seemed to 
have gone down to see the contest, and all New- 
fork is a nuisance when it is at a yacht race. 

The yachts went over the line at low water 
slack, with a light air from the south southeast, 
the Thistle in the lead, with the Volunteer on her 
weather quarter a couple of points. They crossed 
Dn the port tack and stood over toward Staten 
Island. The Thistle came about after a little and 
stood for the Long Island shore, her sailing mas- 
ter, Captain Barr, not being aware that over 
under the Staten Island shore a slight drain of ebb 
tide was still running. Captain Haff, the sailing 
master of the Volunteer, knew this, however, be- 
ing familiar with these waters, and aware of the 
fact that there is a difference of nearly an hour in 
the time of the turning of the tide on the Long 
Island and Staten Island shores. So he did not 
allow himself to be forced about by the Thistle, 
but kept off under her stern and stood for the 
Staten Island shore. 

Meantime the Thistle over on the Long Island 
shore was getting the young flood on her weather 
beam. When she came about on the port tack 
and the Volunteer came on the starboard the two 
yachts approached each other in midchaimel, and 
it was evident that the Thistle had lost her lead. 
She could not weather the Volunteer and was forced 
about under the Yankee sloop's lee bow, being 
blanketed at the same time and hanging helpless. 
Then in a trice the wind hauled from south south- 
east to south southwest, giving the Volunteer a 
nice slant along the Staten Island shore, while for 
two or three minutes the Scottish cutter lay be- 
calmed, and the Volunteer led her by six minutes 
through vhe Narrows. 

Opening out the Lower Bay the Volunteer 
caught the freshening breeze and stilli further in- 
creased her lead. It was evident that the Thistle 
was a beaten boat already, and all the steamboats 
and tugs and all the people on them made joyful 
noises. The wind subsequently backed to south 
southeast, and the Volunteer got that first, so that 
at the Southwest Spit the American boat had a 
commanding lead, which she preserved with ease 
to the finish. In the run from the Lightship 
the Thistle gained a trifle, but not much. The 
time of the race was as follows : 

Elapsed. Corrected 
'Start. Finish. Time. Time. 

Volunteer ....12 :3-l ^S 1 * 5 :28 HB^ 4 :53 :1S 4:53:18 
Thistle 12:33:00 S:45:523 4 5:12 :433 4 5 :12 :413 4 

This race was witnessed by a company both 
large and distinguished. The Secretaries of State 
and the Navy came to see it, and on both sides of 
the Atlantic the wires kept people informed of 
the progress of the yachts over the course. To 
say that Scotland and England were surprised 
at the result is to put it mildly; they were 
astonished. Why the Britons were so astonished 
it is difficult to see. They have been sending 
boats over kere for many years to race for the 
cup, and each time they are 'defeated they seem 
more and more surprised. The defeat of the 



Thistle was unexpectedly overwhelming, even to 
Americans, and there were all sorts of rumors 
started that something had been done to the 
yacht's bottom by evil-minded persons. They 
were entirely without foundation, however, the 
great Watson being responsible for everything 
pertaining to the underwater body of the Thistle 
before and after the races. 

The rapid bound, or rather bounds, which 
American yacht building had made in three 
yachts, taking three steps from nadir to zenith,, 
proved so astounding that even Americans could 
scarcely comprehend what had happened. It is 
hardly to be expected that the English would 
have done so. Mr. Bell, the owner of the Thistle, 
said after the race : 

"The coarse is a miserable one. It is the 
■worst of which I have had any exoerience. Had 

I known it was so bad the Thistle would never 
have been built. We were simply out-lucked 
yesterday, and we did not have a fair show." 

Then Mr. Bell had the bottom of the Thistle 
swept carefully with ropes to see if there was- 
any foreign substance attached to her bottom 
which had been put there by designing Americans. 
When it was found that the Thistle's bottom 
was as the designer had made it, there was more 
wonder, and all the crew, together with the owner 
and designer, went about in that state of mind 
so graphically described by Bret Harte : 

"Do I sleep; do I dream! 

Is things what they seem, 

Or is visions ahoutf 

The English papers as a rule took the defeat 
philosophically. "The London Daily News" said 
in the course of a long article : " The Thistle has 
been beaten in a wind that was, so to speak, of 
her own choosing. She never had a chance from 
the start or, to . be quite accurate, from the first 
five minutes which followed the start. We had 
better drain our cup of bitterness to the dregs. 
It is idle to deny it. What will account for 
itT" 

" The London Standard" in its editorial said : 
"We would much rather have won. But if we 
are to be beaten we would rather it should be 
by America than any other country." 

"The Daily Telegraph" said: "Time and time 
again we have sought to push into the first 
place naturally belonging to us as "the mistress- 
of the seas, but as often has our champion re- 
turned discomfited and cast down." 

In Paris on the day of the race the betting was- 
heavy, and many thousands of dollars changed 
hands. In all the poolrooms and clubs of the 
French capital bets were made freely, and the 
odds given were in favor of the Thistle. But 
there was another race yet to be sailed and the 
Thistle was to have a chance over the outside 
course. So mustering what hope they could tne 
Scotchmen went out to the Scotland Lightship 
on September 29 to meet the Volunteer. There 
was no wind on that day, however, and the race 
was postponed until September 30. On that day 
the two champions sailed a race twenty miles tof 
windward and return from the Scotland Light- 
ship. The result was the defeat of the Thistle by 

II minutes, 48 J-4 seconds. This probably is a just 



EIGHTH RACE FOR THE CUP. 



33 



standard to take in comparing the two boats, and 
shows exactly how much better the Volunteer 
was than the Thistle. No element of luck or 
local pilot knowledge entered in the victory. 
There was a moderate whole-sail breeze blowing 
and the course was within a point of dead to 
windward. The wind held steady most of the 
time. For five or ten minutes after the second 
tack, when the yachts were beating oft' shore, the 
wind dropped a bit and shifted from east to 
southeast, but this was in favor of the Thistle 
rather than the Volunteer, and the breeze soon 
sprang up again from its original quarter. The 
Volunteer gained from the start and it was soon 
evident to all who looked on that she was a sure 



on the part of Lord Duraven and those who now 
direct the policy of the New-YoriT Yacht Club, 
that a long discussion of the instrument would 
be out of place nere. Those who drew up the 
deed seem to have an idea that it would foster 
international yacht racing. As a matter of fact 
it stopped it for six years and brought much 
criticism upon American yachtsmen. 

Soon after the defeat of the Thistle the Amer- 
ica's Cup was returned to George L. Schuyler, the 
surviving member of the syndicate which owned 
the America, and he gave it back to the New- 
York Yacht Club under the third " deed of gift, " 
an instrument which had been prepared for his 
signature by members of the club. The celebrated 




THE VOLUNTEER IN THE HOMESTRETCH. 



winner. In the windward work the Volunteer 
vvas superb. The Thistle was nowhere compared 
with her. 

[Running home the Thistle made better time 
than the Volunteer, but never stood any chance 
of saving the day. This race, of course, settled 
the question of the possession of the cup. The 
time of the race was as follows: 

Elapsed. Corrected 
Start. Finish. Time. Time. 

Volunteer ....10 :40 :503 4 4:23:47 5 :42 :m\ 5 :42 -.SGU, 
Thistle 10:40:21 4:35:12 6:54:51 5:54:45 

Upon this, the latest race for the cup, followed 
close" a thing which threatened for a time to put 
an end forever to these time-honored and hon- 
orable international contests. That was the third 
" deed of gift. " So much had been written about 
it, so disastrous did it prove to international 
racing, and so completely have its iniquities been 
overcome by moderation arid sportmafilik* conduct 



instrument is a long document, full of legal ver- 
biage. There is a lot about parties of the first 
and second parts and " transfer and set over and 
by these presents does grant." The clause in the 
deed which occasioned the most criticism is one 
known as the " dimension clause. " This clause 
is as follows : 

"The challenging club shall give ten months 
notice in writing, naming the days for the pro- 
posed races; but no races shall be sailed in the 
days intervening between November 1 and May 
1. Accompanying the ten months' notice of chal- 
lenge there must be sent the name of the owner 
and a certificate of the rig and following dimen- 
sions of the challenging vessel, namely : Length on 
load-water line, beam at load-water line, extreme 
beam and draught of water, which dimensions 
shall not be exceeded, and a custom house registry 
of the vessel must be sent as soon as possible." 







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THE EACE OF 1893. 



35 



FOR THE RACE OF 1893. 



NEGOTIATIONS WHICH LED TO THE CHAL- 
LENGE FOR THE AMERICA'S CUP. 



LOKD DUNRAVEN'S PATIENCE AND PERSEVER- 
ANCE—CONDITIONS WHICH GOVERN 
THE INTERNATIONAL MATCH. 

A considerable change had taken place in 1892 
in the feelings of the members of the New- York 
Yacht Club regarding the latest deed of gift. The 
leading members of the club saw that a strict 
insistence upon all the terms of the deed would 
act as a bar to future challenges for the America's 
Cup. Lord Dunraven, who had travelled exten- 
sively in America and was well acquainted with 
many American yachtsmen, had tried unsuccess- 
fully two years before to get the club to waive 
the dimensions clause of the deed with a view to 
challenging for the cup. He was well aware that 
a change had taken place in the sentiment of the 
club, and one night H. Maitland Kersey remarked 
to a group of yachtsmen assembled at the club- 
house that he felt justified in saying that Lord 
Dunraven was still anxious for a race, and would 
challenge if satisfactory arrangements regarding 
the terms of a race could be made. The result 
of Mr. Kersey's " sounding" of the club was such 
that he reported to Lord Dunraven that in his 
opinion a match could be arranged on terms satis- 
factory to both sides. 

A LETTER FROM LORD DUNRAVEN. 

Lord Dunraven then wrote to J. V. S. Oddie, 
secretary of the New-York Yacht Club, saying 
that he would send over a formal challenge for 
the cup, provided he was not required to give the 
dimensions of his yacht other than her length on 
the loadnwater line and her custom-house tonnage. 
He desired that five races be sailed, and that 
neither the challenging yacht nor the defender 
should exceed her estimated length by more than 
2 per cent, and should pay double for any excess 
of estimated length in penalty of time allowance. 
He also made as a condition of challenging that 
it should be understood, should tiie cup be won by 
his boat, that it should be held by the yacht 
club into the custody of which it would pass sub- 
ject to challenge upon exactly the same conditions 
as those under which it was won. This was aa 
ignoring of the deed of gift, but the New- York 
Yacht Club held a special meeting to consider 
Lord Dunraven's propositions.. At this meeting 
it was argued by General Charles J. Paine that in 
the mutual agreement clause of the deed of gift 
a liberal course might be pursued regarding the 
conditions of a match, and a committee of which 
the General was made chairman was appointed 
to arrange a race with Lord Dupraven " in accord- 
ance with the terms of the last deed of gift." 

REPLY OF I'HE COMMITTEE. 

The committee sent a letter to the [Earl in 
whioh, while the deed of gift was insisted on as 
being the only law governing races for the 
America's cup, it was also pointed out that the 
mutual agreement clause of the deed would allow a3 



a race to be sailed on the terms proposed by his 
lordsltip. It was insisted, however, that in case 
the cup passed, by reason of a victory by Lord 
Dunraven, to the custody of another club, it must 
be held according to the terms of the deed of 
gift. Here was a hitch, and for a while it looked 
like no race. 

Mr. Kersey, as representative of Lord Dun- 
raven, had a consultation with the committee, and 
it was pointed out to him that in case he won 
the cup the club obtaining the custody of it 
could, under the mutual agreement clause, make 
any sort of arrangement it pleased regarding 
races for it except that it must be always bound 
to accept a challenge made according to the rules 
laid down in the deed of gift. Lord Dunraven 
wrote at once to say that this was satisfactory. 

A NEW QUESTION COMES UP. 

His letter, however, which he had intended to 
settle everything, raised a new question, and 
gave an opening for more negotiations, for in it 
he spoke of the first and second deeds of gift, 
putting them on a parity with the latest deed 
and saying that no challenge made under the 
conditions laid down in any of the deeds would 
be refused. The committee telegraphed him that 
it would recommend the New-York Yacht Club to 
accept a challenge on the lines laid down by 
him if he would withdraw his reference to the 
first and second deeds of gift. He telegraphed, 
"References to former deeds of gift withdrawn." 
The secretary of the Royal Yacht Squadron, 
Richard Grant, telegraphed that he had forwarded 
by mail a formal challenge for the America's Cup 
on behalf of Lord Dunraven. 

On the night of December 13, the challenge 
having arrived, a special meeting of the New- 
York Yacht Club was held to consider its 
acceptance, and to hear the report of the special 
committee which had been intrusted with the 
negotiations regarding the challenge. Great 
interest was taken in the meeting. Although it 
was pretty certain that the challenge would be 
accepted, yet so many hitches have always taken 
place in negotiations for races for the America's 
Cup that no one could be absolutely sure that the 
season of 1893 would see a race for the celebrated 
trophy until the club had actually and formally 
accepted the challenge. Over 200 members 
attended the meeting. 

THE CHALLENGE'S CONDITIONS. 

The text of the challenge laid before the meet^ 
ing was as follows: 
Royal Yacht (squadron Castle, Cowes. Isle of Wight, 

November 25. 1892. 
To Secretary J. V. S. Oddie : 

I am requested by Lord Dunraven to forward to you 
a formal challenge for the cup, on the following con- 
ditions, which I understand have been agreed upon be- 
tween Lord Dunraven and a committee appointed by the 
New-York Yacht Club to conduct negotiations and 
arrange all the details, viz. : 

Conditions agreed upon between Lord Dunraven and a 
committee of the New-York Yacht Club and contained in 
Loi'd Dunraven's letters of September 16 to Mr. Oddie, and 
of November 7 to General Paine. 

First— Length of load water line of challenging vessel 
to be the only dimension required, this to be sent with 
the challenge and the Custom-House register to follow 
soon as possible. 



36 



LIBRARY OF TRIBUNE EXTRAS. 



Second.— Any excess over estimated iength of loalwater line 
to count double in calculating time allowance, but the chal- 
lenging vessel not to exceed, in any case, such, estimated, 
length, by more than two percentage ; the yacht that 
sails against the challenging vessel not to exceed the 
estimated length of the loadwater line of the challenging 
vessel more than two percentage, and any excess of length 
beyond the estimated length of challenging vessel in load- 
water line to count double in calculating time allowance ; 




THE EARL OF DUNRAVEN. 

provided that no yacht of specific rig existing or under 
construction October 20, 1892, aad available for use by the 
New-York Yacht Club in defending the cup, be barred or 
penalized beyond taking or giving ordinary time allowance 
according to the New-York Yacht Club rules. 

Third— It is understood and agreed that should the 
cup come into the custody of a British yacht club it shall 
be held subject to challenge under precisely similar terms 
as those contained in this challenge ; provided, always, 
that such club shall not refuse any challenge according to 
the conditions laid down in the deed of 188?. 

I, therefore, in behalf of the Koyal Yacht Squadron, 
and in the name o£ Lord Dunraven, a member of the 
squadron, challenge to sail a series of matches with the 
yacht Valkyrie against any one yacht or vessel constructed 
in the United States, for the America Cup, and would 
suggest that the match be sailed in August or September, 
1893. Lord Dunraven would be glad if the precise dates 
can be left open for the time, but if your committee so 
desire he will name the exact date on hearing from them. 
The following are particulars of the challenging vessel. 

Owner, Lord Dunraven ; name, Valkyrie : length, load- 
water line, 85 feet. Custom-House measurement will 
follow as sbbn as the vessel can be measured for regis- 
tration Shall be much obliged if you will send your 
replying letter soon so that the matter can be laid before 
the committee. RICHARD GRANT. 

THE REPORT ACCEPTED. 

The special committee recommended that the 
challenge be accepted, and made an elaborate re- 
port of the negotiations which it had so suc- 
cessfully conducted. The report was accepted, and 
the committee continued to arrange further de- 
tails regarding the match. The next day the 
Royal Yacht Squadron was officially informed of 
the acceptance of the challenge. 

The negotiations which resulted in the chal- 
lenge began with Lord Dunraven 's letter of 
September 1 6 to Mr. Oddie, and ended with the 



acceptance of the challenge on December 13, a 
space of nearly three months of constant cor- 
respondence. The special committee whica 
brought the negotiations to a successful is- 
sue was composed of General Charles J. Paine, 
James D. Smith, A. Cass Canfield, Archibald 
Rogers and Latham A. Fish. This result was not 
obtained without considerable pressure being 
brought to bear to prevent it on both sides of 
the water. 

A considerable party of British yachtsmen were 
opposed to having a challenge for the cup sent 
over as long as the New- York Yacht Club ad- 
hered to the deed of gift. The British press was 
generally opposed to any arrangement being ar- 
rived at which did not involve an entire re- 
pudiation of the deed of gift on the part 
of the New-York Yacht Club, and Lord Dun- 
raven was urged to break off the negotiations. 
On this side of the water there were yachtsmen who 
desired a rigid insistence upon the terms of the 
deed of gift, and some who desired to see it 
abolished. Lord Dunraven and the committee, 
however, worked along quietly, and the result 
of their work satisfied everybody worth satis- 
fying. It being settled that there was to be a 
race. Lord Dunraven gave an order to Watson, 
the English designer, for a boat of the required 
dimensions. 

NAMING THE NEW BOAT VALKYRIE. 

Lord Dunraven's old boat with which he had 
vainly sought to arrange a match was called the 
Valkyrie, and so the new boat was also named 
Valkyrie. She was launched from the shipyards 
at <xourock, Scotland, early in 1893, and ac- 
counts of her trial spins have been frequently 
sent over here. She is said to be a better all- 
around boat than those of the same class built 
to defend the Royal Victoria Cup against the 
American yacht Navahoe. No effort has been 
spared to make her the fastest boat of her class 
in the British yachting fleet. Until she has raced 




THE LINES OF THE VALKYRIE. 

more, however, nothing definite can be known as 
to her qualities of speed. 

On this side of the water as soon as the race 
was settled upon, orders were given for the build- 
ing of four boats from which to select a defender 
of the cup. Two syndicates were formed in New- 
York, one headed by Archibald Rogers, and the 
other by Commodore &. D. Morgan, of the New- 
York Yacht Club. These syndicates placed their 
orders with Herreshoff, the Bristol designer and 
builder. 

Two boats were ordered from Boston, both of 
the fin keel type— one by General Charles J. Pain 
and son, and designed by J. B. Paine ; the other 
by a syndicate, the boat being designed by Stew- 
art and Binney. 



THE RACE OF 1893. 



37 




THE VALKYRIE. 



THE VALKYBIE A FINE BOAT. 

WHAT THE ENGLISH CUP-SEEKER. LOOKS LIKE 
—HER OVER-MEASUREMENTS. 
The best picture of the Valkyrie which has reached 
this side of the water is the one herewith given. The 
performances of Lord Dunraven's yacht in her races 
on the other side have proved that in sending her over 
to race for the America's Cup England sends her fastest 
yacht. The English regard the Genesta and Thistle 
:as the only really representative sloops which have 
come over here to race for the America's Cup. It 
would seem that If the Valkyrie is defeated there 
■would be no chance for a claim that she was not 
thoroughly a representative of the best yachting 
genius of Great Britain. The new measurements of 
the Valkyrie recently made were startling in that they 
showed a waterline of 86.82 feet, instead of 85 feet, 
the length she was supposed to have oh the water- 
line and the length specified in the challenge and the 
agreement for the international race. According to 
the compact regarding the races for the cup entered 
into between the New- York Yacht Club and the Royal 



Yacht Squadron both challenger and defender were 
limited absolutely to an excess of 2 per cent over the 
specified length of 85 feet. Every inch in excess of 
the specified length is to be counted double in com- 
puting time allowance. A sailing length computed 
on the present waterline of the Valkyrie would, in 
view of the double penalty, seriously interfere with 
her chances of winning, provided the defender was of 
the specified length on waterline and the race a close 
one. It is announced that the Valkyrie's spars have 
been reduced and other alterations made in her which 
will bring her just within the limit. 

By the time the Valkyrie reaches these shores she 
is likely to have again increased her load- water line 
length, as she is a composite yacht and such boats al- 
ways increase in length and displacement a little after 
two or three months' immersion. By the use of the 
adze and by the stripping of inside fittings she can 
undoubtedly be brought back to the limit, however. 
It is by no means certain that the cup defenders will 
not be found to have the same trouble as the Valkyrie 
and alterations may have to be made in them to bring 
them to the 85-foot waterline. 



38 



LIBRARY OF TRIBUNE EXTRAS. 



THE FOUR DEFENDERS. 



EOATS WHICH HAVE BEEN BUILT TO 
BATTLE FOR THE CUP. 



VIGILANT, JUBILEE, COLONIA AND I ILGRIM— 

THE SPECIAL FEATURES OF EACH— 

THE FIN-KEEL CONTROVERSY. 

As soon as the arrangements for the interna- 
tional races had been completed the question of a 
boat to defend the cup came up. Two syndicates 
were promptly formed in New-York and one in 
Boston, and General Paine announced that his 



Phelps Carroll to cross the ocean in search of the 
Royal Victoria and the Cape May and Brenton's- 
Reef cups. Herreshoff built for the Morgan-Iselin 
syndicate the sloop Vigilant, and for the Rogers- 
syndicate the sloop Colonia. 

The Boston syndicate placed its orders for a 
cup-de lender with 'Stewart & Binney, the succes- 
cors to the bhsiness of Burgess. Mr. Paine de- 
signed his own boat and had her built at South 
Boston. 

Of the four boats thus built the two Boston 
boats are fin-keelte, the Stewart & Binney boat 
being purely a fin-keel and the Paine boat a fin- 
keel centreboard. Of the two boats built at 
Herreshoff's the Morgan-Iselin boat was a power- 







THE VIGILANT. 



son, John B. Paine, would build a boat to com- 
pete for the honor of defending the trophy. The 
principal shareholders in one of the New-York 
syndicates were C. Oliver Iselin and Commodore 
E, D. Morgan, of the New-York Yacht Club. The 
other New-York syndicate was headed by Archi- 
bald Rogers. Both these syndicates placed their 
orders with the Herreshoffs, who already had 
(under way the Navahoe, building for Royal 



ful centreboard sloop and the Rogers boat a keel 
sloop. By the end of June all the boats were in 
the water, and their owners, designers and' 
sailing-masters began to tune them up. The- 
Morgan-Iselin syndicate boat was named the Vig- 
ilant. Though the Vigilant shows in her model 
those general Herreshoff characteristics so well 
exemplified in the lines of the Gloriana and Wasp,, 
she is a departure from tiie general model of those^ 



THE OUP DEFENDERS OF 1S93. 



39 



in many vital particulars. She is a perfect ex- 
emplification of the idea of power in boat-build- 
ing. Her dimensions are as follows : Length over 
all, 128 feet; load-waterline, 85 feet; beam, 26 
feet; draught, 14 feet. The Vigilant has a 
large sail plan, and to make her stand up 
under it her large beam is assisted by seventy-five 
tons of ballast. So great a combination of beam 
and depth in an 85-footer has never before been 
attempted. Her midship section is rather full, 
with a round, easy bilge. She is an experiment, 
not only in her combinations of elements of power 
and speed, but also in her material, being plated 
with Tobin bronze up to her top streak, which is 
of steel. Tobin bronze, it is declared, will not 
rust and is kard to foul. It is light and strong 
and gives a smooth surface such as cannot be ob- 
tained on a steel boat. If the Vigilant is a suc- 
cess in regard to the material of which she is 
constructed it is probable that many future racers 
will be built of Tobiu bronze. 



sailing in every regatta of importance so as to get 
used to the excitement of a yacht race and work 
together in it. The speed shown by the Vigilant 
has been great, as has indeed that shown by all 
the boats built for cup defenders. 

The sailing-master of the Vigilant is William 
Hansen. He is a Norwegian, forty -six years old, 
He went to sea when seventeen years old and 
began yachting on this side of the water in 1870 
in the schooner Alice. He was formerly the sail- 
ing-mastef of the schooner Sachem and in her 
won many races. 

The Rogers syndicate boat was named the 
Qolonia when she was launched. She is built of 
steel and is a typical Herresholi' keel boat. She 
is not so startling in her design as the other cup 
defenders, the designers seemingly having tried to 
reproduce in her all the virtues of the Gloriana 
and the Wasp. She has the graceful reversed 
curves seen in the Wasp at the stem, while her 
sternpost has a moderate rake. She carries her 




JUBILEE. 



The centreboard of the Vigilant is made of thin 
plates of bronze and is hollow. It is 17 feet long 
and 1 feet deep. The boom of the Vigilant is the 
one built for the schooner Constellation when 
Commodore Morgan thought of changing that boat 
into a sloop. The boom is 98 feet long. The 
•crew of the Vigilant was carefully selected, and 
before the yacht was ready for them the men 
were practised every day on the schooner Iroquois, 



body well forward and aft, and is sharper at the 
bows than the Wasp. She has a fulness aft 
which gives her great power at that point when 
she heels. There are fifty tons of outside ballast 
on her keel. Her dimensions are : Length over 
all, 126 feet; load-waterline, 85 feet; beam, 24 
feet; draught, 15 feet 6 inches. 

After the Colonia had been sailed about in Nar- 
raganset Bay and off Newport she was brought to- 



40 



LIBRARY OF TRIBUNE EXTRAS. 



New-York and placed in drydock, where New- 
York yachtsmen had for the first time a chance 
to see her under-water body. She certainly gave 
an idea of great speed, produced by fine lines and 
scientific designing. The most critical could not 
call her a " freak" or a " racing machine." She is 
a, yacht legitimately evolved along certain well- 
defined lines. An interesting thing about the 
<Jolonia is that she is sailed by the famous skip- 
per " Hank" Haff, who sailed the Volunteer against 
the Thistle in the cup races of 1887. Captain 
Hafl was born at Islip, L. I., sixty-two years ago. 
He is a most skilful sailing-master, as every one 
interested in yachting knows, and age has not yet 
begun to decrease his powers of seamanship or 
blunt the keenness of his love for the sport and 
dash of a yacht race. Captain Haff has been to 
sea since he was a boy, either in the merchant 



through the canals to New-York, where her fin- 
plate was put on in drydock at the Erie Basin. 
She is a singular-looking boat out of water, and 
even those hardened to the fin-keels of Boston 
could not look at her without wonder. Her hull 
is in sharp contrast to that of an ordinary sailing 
vessel. From it extends straight down for seven- 
teen feet her big steel fin. Well forward she has 
a little centreboard. It is not exactly a centre- 
board either, for it is not in the usual place of a 
centreboard, nor is it intended to perform the 
functions of a centreboard. It is a movable plate 
sliding down through the bottom of the boat about 
where the forefoot would be if she had a forefoot, 
and is intended to help balance the boat steering. 
The dimensions of the Pilgrim are: 120 feet 
over all, 85 feet load-waterline, 23 feet beam, 5 
feet draught of hull, 17 feet depth of fin and 22 




service or in the yachting fleet. Among other 
places he held was that of sailing-master of the 
sloop-yacht Fannie in the days when she was a 
great racer. "Under his handling the Fannie won 
nine first prizes out of eleven starts. 

The Stewart &. Binney boat was built of steel 
*tt Wilmington, Del., by Pusey & Jones. She 
was named the Pilgrim when she was launched. 
After being put in the water she was taken 



hRIM. 

feet total draught. She has a long, sharp prow. 
From full outlines at the midship section her 
sheer and keel lines converge rapidly and join in 
a sharp point under the bowsprit. The lines 
abaft the midship section are full, but fall away 
rapidly and end in a sharp and shallow overhang 
astern. The Pilgrim has a good side to sail on. 
She will carry twenty tons of ballast and have a 
larger sail spread than did the Volunteer. 



THE CUP DEFENDERS OF 1893. 



41 



The question of so building a boat of the size 
of the .Pilgrim as to render the great leverage of 
tlie tin harmless is one which before the building 
of the two big Boston tin-keel cup defenders de- 
signers had been loath to meet. Boston regards 
the hn-keel, however, as a thing of its own and 
one to be encouraged, so when it came to the 
cided that hers should be fin-keels, and Paine and 
btewart *fc Binney faced the problems of con- 
struction boldly. The great draught of the iin- 
keels, however, will probably, if nothing else does, 
preclude the use of the types in boats of this 
size. The Pilgrim, for instance, draws twenty- 
two feet of water. This is about the draught of 
a good-sized ocean steamer. The Pilgrim is an 
extreme type of fin-keel, and in her construction 
speed only has been considered. Her sail plan 
will not be abnormally large. 

The Paine boat was named the Jubilee when 
she was launched because, General Paiue said, 
this year was the American year of jubilee. She 
is built of steel and has a flu-keel like the Pil- 
grim. More than that, she has two centreboards, 
a little one up forward under the bows, just as 
the Pilgrim has, and one big one dropping down 
through the fin. Her fin has a lead bulb on it 
and extends down eight feet from the hull. As 
the hull draws 5 feet 7 inches, this gives the 
Jubilee a total draught of 13 feet 7 inches. The 
fin is of stee] plates and the bulb of lead at the 
bottom weighs thirty-five tons The big centre- 
board is of steel and weighs two and one-half tons. 
It is 10 feet long and 7 feet deep. The smaller 
■centreboard is of steel also. It is only 3 feet 
wide, but it drops straight down for 8 feet. 

The boom of the Jubilee is 95 feet long and she 
carries a big spread of canvas. She is 85 feet on 
the water-line and 22 feet 6 inches beam. The 
Jubilee carries out to some extent the idea of 
power of which General Paine was always fond. 
Power, however, has not been overdone apparently 
in Jubilee, the General probably havir«£ a remem- 
brance of the Alborak, which was all power and 
little speed. 

The Jubilee has good underwater lines, and in 
sailing goes through the water easily. There is 
no hollow to the water along her waist, and con- 
sequently no suction. She steers with remarkable 
•ease, her little centreboard under her bow no doubt 
helping her immensely in this. The Jubilee will 
be sailed by John Barr, the well-known sailing- 
master. John Barr and Charles Barr have both 
fine reputations as sailors of racing yachts. John 
Barr is a Scotchman by birth and came over here 
as sailingmaster of the Thistle in 1887. .He 
was born at Gourock and passed his boyhood in 
sailing and building boats on the Clyde. Cap- 
tain Barr made a reputation on the other side 
long before he came over here. After he sailed 
the Thistle in the cup races of 1887 he returned 
to Scotland in her. He rather liked this country, 
however, and came back here to take charge of 
the Clara. Now he is naturalized and will stay 
here. Among the yachts of which Captain Barr 
has had charge are the . Gloriana, Clara, May, 
Thistle and Cinderella. 

The Stewart ■& Binney boat will be sailed by 
Captain Sherlock, a sailing-master of renown. The 
•date of the first of the trial races to select a de- 
fender for the cup has been fixed for iSeptember 
7. On that day these four boats, of which brief 
descriptions have here been given, "will come out 
on the open sea to do battle for the honor of de- 
fending the great cup. They are all fleet yachts, 
well manned and in charge of competent sailing- 
masters. That these new yachts are much faster 
than the Volunteer cannot be doubted. To look 
at the Volunteer's lines now, and then at those 
of the cup defenders, even a novice can see the 
greater development of speed. Yet it was only a 
few years ago that the Volunteer was the fastest 
boat in the world. There is, of course, great 
■divergence of opinion among yachtsmen regarding 
the types represented in the four cup defenders. 
To a conservative mind the advent of fin-keels of 
the size of the Jubilee and Pilgrim comes with 
something like a shock. Some prejudiced people 



even go so far as to say that they would rather 
the cup went over to the other siue in Uie locicer of 
the Valkyrie than to have it retained here by the 
victory of a fin-keel. Un tlie other hand, the ad- 
vocates of the fin-keel type say tiiat there is no 
reason for the prejudice against the fin-keel. A 
tin-keel, they say, is sunpiy a ueep-keel boat witn 
tlie deadwood cut away. Iney maintain that a 
hn-keel boat of. tlie size of the Jubilee or Pilgrim 
can be constructed, the life of which will be just 
as long as that of a keel or centreboard boat of 
the same size. 

That part of the yachting world which once 
loved the skimming dish and gave up their idol 
reluctantly are in favor of the type represented 
by the Vigilant. Not that there is anything of 
the skimming dish about her, for she has a 
draught which would preclude that, but there is. 
the idea of power carried to its fullest extent and 
of beam as a help to the carrying of the great 
sails. Then, above all, she has a centreboard. 

The Colonia represents a conservative develop- 
ment of ideas, based on the great success of the 
Wasp and Gloriana. She has a large following 
of those who do not believe in extreme power but 
in fineness of lines as a means of speed. The 
idea of power, however, is not wanting in any of 
the cup defenders, and reports from the other side 
show that the .English designers have been run- 




CCXLON1A. 

ning to power to a degree hitherto unprecedented 
ning to power to a degree^ hitherto unprece- 
dented over there. It is a good thing that 
this year the defence of the cup was not left 
entirely to Boston. The building of two boats by 
New-York yachtsmen and of two by Boston yachts- 
men to compete for the honor of defending the cup 
has encouraged a spirit of friendly rivalry be- 
tween the two cities which cannot but result in 
the advancement of yachts, for the more rivalry 
the more races, and the more races the better 
yachts. For the last three times the cup has been 
sailed for Boston has defended it, and it is 
worthy of note that of the four cup defenders this 
year all were designed and three were built in 
New-England. It is not probable that New-York 
will rest until the scientific centre of yacht- 
building and designing is restored to her. It 
went East when Burgess appeared, and Herreshoff 
keeps it there. 

The dimensions given here of the cup defenders 
are only approximate, the boats not having been 
officially pleasured, up to the time of going to press. 



42 



LIBRARY OF TRIBUNE EXTRAS. 



VIGILANT AND JUBILEE. 



A RACE OVER. THE SOUND FROM NEW- 
LONDON TO NEWPORT. 



BUT THE HERRESHOFF FLYER CAME IN AHEAD 

AND BOSTON'S PARTISANS WERE SORRY 

THAT ROGER WILLIAMS HAD EVER 

BEEN BANISHED TO RHODE ISLAND 

—TWO WONDERS OF THE SEA— 

ANOTHER GREAT RACE 

TO-DAY. 

£BY TELEGRAPH TO THE TRIBUNE.] 

Newport, Aug. 10.— For the first time two of the 
cup-defenders have been brought together in a set 
race. It was on the run from New-London to 
this port, and though the relative merits of the 
two boats were not fully tested it affords great 
opportunity to observe their qualities in light 
winds on certain points of sailing. The interest 
in the run was all with the cup-defenders, and the 
big fleet of fast schooners and sloops, which in 
ordinary times would have attracted the attention 
of all Who loved yachting, and have aroused a 
feeling of admiration even in those who do not 
comprehend the qualities of a yacht and the 
science of her construction and her sailing, were 
almost unnoticed in the general desire to learn 
about the two big sloops, Vigilant and Jubilee. 
These two boats built to defend the great " blue 
ribbon of the sea," the America's Cup, swept with 
their towers of canvas from New-London to New- 
port, blown along at the head of the fleet under a 
gentle southwest wind which swelled their im- 
mense sails and, even in the light air, sent them 
down along the low-lying shores of Rhode Island 
at a rate which filled the observers with wonder, 
until under the waveworn rocks of Fort Dump- 
ling the race was finished. It was a wonderful 
exhibition of speed and showed how the science 
of yachtbuilding has advanced by great bounds. 
Where were the fleet boats of last year and the 
year before ? Back in the " ruck, " their fame 
forgotten and their speed as naught. Only the 
steam yachts were the worthy competitors of those 
two magnificent sloops which rushed along over 
the shining water grand and majestic and unap- 
proachable. The stories which have been told of 
the cup-defenders having had brushes with steam 
vessels in their practice sails have been received 
with ridicule by almost everybody. Those who 
saw the Vigilant and the Jubilee sail to-day were 
willing to believe the wildest tales that would 
be told of their prowess on the seas. 

Year after year has brought its surprises in 
yachting since first the Puritan pushed across the 
seas. It seemed each time as if the limit of speed 
in a sailing vessel had been reached ; but science 
has overleaped experience and each year has 
produced its wonder. The last and crowning 
glory of human skill in shipbuilding has been 
reached in the cup-defenders. 

Whether tihe Jubilee won or the Vigilant won 
in to-day's race cannot be known until the yachts 
are officially measured. The Vigilant overtook 
the Boston boat and passed her shortly before the 



finish, but she came in ahead by such a small 
margin that it may be that the Jubilee won on 
time allowance. Even the benefit of time allow- 
ance would not save the victory to the Jubilee 
if it were not for the fact that it was a one-gun 
start for the two big sloops, their time being- 
taken from the time of gun fire, and not at the 
actual time they crossed the line. The Jubilee 
crossed fully a minute ahead of the Vigilant ; but 
that, under the circumstances, did not count to> 
her favor in computing her time. However, it is- 
not of so much importance "which boat had the 
technical advantage in the race. The main fact, 
standing out clear as did the towering sails of 
the majestic sloops on the sparkling surface of 
the sea, is that boats have been produced on this 
side of the water which in all human probability 
make the American nation still mistress of the 
yachting seas. The art of prophecy has fallen 
into disuse in this twilight of the nineteenth 
century, and no oracle sits on the rocks of Beaver 
Tail to tell of what will be the result of the con- 
flict with Valkyrie, but to all who saw the Vigi- 
lant and Jubilee sail yesterday the quest of Lord 
Dunraven seemed a hopless one. 

Four of the f.up-defenders will to-morrow con- 
tend for the Goelet Cnp over a course outside 
the harbor, amd all New-England has poured 
thousands of people into Rhode Island to see 
the race. Steamers, tugs and steam yachts have 
been chartered all along the coast. For one ex- 
cursion steamer alone 800 tickets have been ftold 
in Boston. The interest in the coming interna- 
tional contest which is felt in New- York is faint 
and languid compared with the intense feeling 
regarding it felt in this section of the country. 

The morning rose over the ocean serene and 
fair to-day, and all the great fleet anchored in 
the harbor of New-London shone in the splendor 
of the new-born day. When at 10 o'clock a gun 
from the flagship May gave the preparatory signal 
the foretops of barren masts blossomed out in 
snowy canvas, anchors were weighed and the 
fleet poured out of the harbor down toward 
where, off Sarah's Ledge, the flagship May had 
taken up a position to time the yachts. 

At 10:10 the big sloops were started. The 
Jubilee was over the line first, and about a 
minute behind her came the Vigilant. Each 
yacht had a jib-topsail up and carried forestay- 
sail and jib. The two yachts stood down toward 
Race Rock, and by the time that mark was 
reached the Boston boa.t was about three-quarters 
of a mile ahead of the Vigilant. Then began 
.the jubilation of Boston people, and the hearts 
of the New-Yorkers sank deep down. It did 
not seem possible that the Vigilant could close 
up that great gap of glittering, shining water 
between her and her antagonist. Behind thein 
came the rest of the fleet, moving slowly down 
in the light wind and forming a beautiful marine 
pageant. The sloops, other than the cup-defend- 
ers, were started at 10:15, and the schooners at 
10:20. It was a one-gun start for the cup-de- 
fenders only, the other yachts being timed af- 
ter the usual manner. The cup-defenders had 
a one-gun start because the trial races and the 
international races will be sailed in the same 
manner, and it was 'desired to give the crews ex- 



THE CUP DEFENDERS OF 1893. 



43 



perience in such starts, where advantage of po- 
sition when the starting gun is fired is of 
importance. 

The Jubilee and the Vigilant reached down along 
the low, sandy shores toward where, hidden in 
the summer haze, the lighthouse stood on Point 
Judith. The tide was running to the eastward. 
A fleet of steam yachts, keeping at a respectful 
distance, followed the two racers. At Pace Pork 
the unofficial time of the cup-defenders was as 
follows: Jubilee, 10:48:35; Vigilant, 10:52:00. 
After they had passed out onto the open ocean 
the Jubilee took in her ordinary working stay- 
sail and set a balloon staysail. The Vigilant 
quickly followed her i,n doing so. Off Noyes 
Point both yachts set balloon jib-topsails, Off 
Quonocontang Beach it was seen that the Vigi- 
lant w as slowly but surely creeping up on the Bos- 
ton boat. The gain was hardly perceptible, but still 
it was a gain, and the hopes of Boston fell as 
those of New- York rose. It is a "far cry to 
Lochaber," and it is forty miles from New- 
London to Newport, so as yet the race might 
belong to either boat. The wind held steady from 
the southwest, and the bright sun made the haze 
whi,ch hung about the distant shores a veil of 
silver shot, with golden streaks where the shafts 
of sunlight broke through. There was scarcely 
a ripple on the water. Even the long ocean 
swells seemed scarcely to move themselves, and 
down the broad and shining way the great fleet 
swam, led by the towering sloops. 

Boston men would not believe their eyes as 
slowly but feurely the powerful Vigilant, with her 
immense weight of lead and her great displace- 
ment, drew up on the Jubilee. They laid it to a 
change in the position in their points of observa- 
tion. When Point Judith wis reached, however, 
all doubt ceased even in the minds of those who 
are privileged to live under the shadow of the 
gilded dome. Then they sincerely regretted the 
act of banishment against Poger Williams, for 
they saw that the sloop built in Phode Island was 
nearly up to the hope of Boston. As the point 
was rounded it was seen that the Vigilant was lap- 
ping on to the Jubilee's quarter, and as they 
shaped their course more northerly and set their 
great spinnakers it was seen that the Vigilant was 
trying to blanket the Jubilee, for she held the 
windward position and was taking all the advan- 
tage which it offered her. The two yachts passed 
Point Judith as follows: Jubilee, 1:41:19; Vig- 
ilant, 1 :41 :5o. Then began the most exciting 
part of the race. The. Vigilant would draw up on 
the weather side of the Jubilee and the Boston 
boat's sails would shake as the wind was taken 
out of her canvas. The Herreshofl' boat tried to 
pass her antagonist again and again, but with no 
satisfactory results. Finally it 6eemed as if the 
Vigilant remembered that she was getting into 
Phod?* Island waters, and with a burst of 6peed, 
for which there was apparently nothing to ac- 
count, she moved ahead of her rival and led her 
up the entrance of Narragansett Bay to the finish. 
As the two big cup .defenders swept up toward 
Fort Dumpling the cup-defender Pilgrim was seen 
standing out. She made a most beautiful ap- 
pearance. Her sails were, in cut and set, superior 
to those of any of the other cup-defenders, and if 
one could forget that she drew twenty feet of 



water and had little under water except a wedge 
of steel and lead, a yachtsman would fall in love 
with her. 

The winners in the various classes were Con- 
stellation, Fortuna, Lasca, Neaera, Vigilant, Kat- 
rina, Queen Mab, Eclipse, Wasp and Mariquita. 
The time of the race was as follows : 



Dauntle=s ... 
Constellation 

Tampa 

Ramona ._10: r 5 0"> 

Pleetwing in : 25 :00 

Fo tuna 10 2"> :C0 

Montauk 10 25:00 



H. M. S. H. M. S. 
5 :47 :27 5 :47 :27 



SCHOONERS— CLASS 1. 

Elapsed Corrected 

Start. Fiirsh. Time. Time. 
H. M.S. H. M. S. 
..10 :?5 :f0 4:12 27 

..10:25:00 3:47:5t 5:22:54 5:20:54 

.10:25:00 4:19:44 5 :3 ' :41 5:52:18 

4: 5:1 5 :40 :31 5:::7:45 

4:43:50 6:18:50 «:13:09 

4:10:12 5 5' 1' 5:51:12 

4:40:0S 6:15:08 ... 



SCHOONERS— CLASS 2. 



Volunteer "<0:25:00 

Lasca 1 0:21:0O 

Alcaea 1" :.5 :00 

Mayflower 10:22: to 

Emerald 10:23:02 

Atlantic lo : f>5:'"0 

M-Tsuerite 10 :24 :52 

Ariel 1°:' 1:45 

Dasm-r 10:23:37 



Shamrock 



4:10:P4 

3 :34 :11 

4 :25 :23 
3:51 :4 3 
4:10:'* 
4:°5:40 
4 :21 :01 
3:4 5:56 
4 :20 :15 
4 :20 :18 

SCHOONERS—CLASS 5 

H. M. S. H. M. S. H. M. S 
4 :53 :56 
4 :57 :58 
4 :50:15 



....10:25:00 



5:4 5:31 
5 13:11 
6:10:23 
5 :?9 :03 
■■■ -A' :40 
6:O0:'O 
5:56 :09 

5 :24 :15 

6 :02 :?5 
6 :00 :18 



5:11:48 

5:25 "3 7 

5:'8:f9 
5 :54 :25 
5 :56 :09 
5 2' :18 
5 55 8"> 
5 :52 :22 



6:33:56 
6:32:58 
6 :25 :54 



H. M. S. 
6:35:56 



5 :02 :52 
5 :01 :41 



5 :35 :09 

6 :14 :03 
6 :01 :54 
5 :46 :08 



6:41:56 
6 :44 :44 

5 :35 :19 

6 :28 :02 
6 :24 :21 
6 :15 :06 



5 :35 :09 
6:12:06 
5 :59 :06 
5:38:36 



6:41:56 
6:44:35 



5 :35 :19 

6 :20 :29 



6 :02 :03 



6 :21 :28 6 :21 :28 



6 :38 :50 



Gevalia 10:25:00 

Loyal 10:25:00 

Neaera 10:24:21 

SLOOPS-CLASS 1. 

Jubilee 10:10:00 3:12:52 

Vigilant 10:10:00 3:11:41 

SLOOPS— CLASS 3. 

Katrina, 10:16:42 3:51:51 

G-racie 10:19:10 4:33:13 

Bedouin 10:17:27 4:19:21 

Huron 10:16:35 4:02:46 

SLOOPS— CLASS 4. 

Wayward 10:20:00 4:44:21 6:24:21 6:24:21 

HildegardA 10:16:24 4:17:13 6:00:49 6:00:35 

Queen Mab 10:18:54 4:23:24 6:04:30 5:59:31 

SLOOPS-CLASS 5. 

Eclipse 10:20:00 5:01:56 

Clara 10:20:00 5:04:44 

SLOOPS— CLASS e 

Wasp 10:18.00 3:53:19 

Jessica 10:18:49 4:46:57 

Carmita 10:20:00 4:44:21 

Uvira 10:16:08 4:31:14 

SLOOPS— CLASS -i 

Mariquita 10:18:40 4:40:08 

Bonnie Kate 10:18:34 

Rosalind 10:20:10 

Nymph. 10:18:24 4:57:44 

The Lasca sailed, as she has all through the 
cruise, in excellent form, and is doing much bet- 
ter than she did last year. The Constellation is 
out for prizes this season and so far she has got 
them. She was, of course a winner to-day. 

After the race General Paine said : " I am per- 
fectly satisfied with what the Jubilee has clone 
to-day, and I believe that were the yachts officially 
measured We will be found to have won the race. 
The Jubilee steers easily and her speed is most 
satisfactory. " 

C. Oliver Iselin, who was aboard the Vigilant, 
said : " I am perfectly satisfied with the Vigilant 
and of the opinion that we won the race. The 
Vigilant is a most speedy boat and has not yet 
shown what she can do. I am confident that, 
even with our loss at the start ,and with the time 
allowance which we may have to allow the Ju- 
bilee, that we won to-day's race." 

The Colonia came on here, it seems, to have a 
new bowsprit and shrouds put on her befoce she 
sailed in the Goelet Cup races. All day to-day 
men were at work on her who had been sent down 
from Bristol by the Herreshoffs. Among those 
working on her was Archibald Rogers, divested of 
coat and waist-coat, and doing two men's work. 

Governor Russell, of Massachusetts, arrived here 
from Boston to-day and went aboard the Constel- 
lation where he will be a guest of Bayard Thayer 
for the rest of the cruise. 

To-night Qfljnmodore Morgan gave a reception 
at his house at Beacon Rock to the yachtsmen of 
the fleet. The reception was from 9 to 11 o'clock, 
and the May, brilliant with lights, was anchored 
in the cove in front of the house. 



44 



LIBRARY OF TRIBUNE EXTRAS. 



IN FOGS AND CALMS. 



THE RACE FOR THE GOELET CUPS OFF 
NEWPORT A FAILURE. 



THOUSANDS GO OUT TO SEE THE CONTEST AND 
RETURN DISHEARTENED— THE PILGRIM DIS- 
APPOINTS HER ADMIRERS— IT STILL 
LOOKS LIKE THE VIGILANT AND 
JUBILEE — YACHTSMEN SIGH 

FOR OCEAN BREEZES TO-DAY. 
(BY TELEGRAPH TO THE TRIBUNE. j 

Newport, R. I., Aug. 11.— Fog and a plentiful 
lack of wind made the race for the Goelet cups a 
failure to-day. Though the four cup defenders- 
Vigilant, Julbilee, Colonia and Pilgrim— started in 
the race, and though enough people went out to 
see the run to make a good-sized city, the breezes 
of the ocean would not blow, and the yachts 
drifted over the Vineyard Sound and Hen and 
Chickens course in a manner which made all who 
saw them wish for power to command the ele- 
ments and summer breezes from the vasty deep. 
The race proved nothing and meant, if possible, 
less than nothing. When the flagship May 
steamed out of the harbor at 10 o'clock the wind 
was blowing lightly from the northwest and there 
was every prospect of a good race. But high up 
in the sky were watery looking clouds, evidently 
the remnants of the fog which the night before 
had shut down upon Newport, and those who are 
weather wise in this locality shook their heads 
when they looked at them Their fears proved 
to be well founded, for before the race was over 
the fog came down, first in great bands of ob- 
scurity tl roi gh which the racing yachts felt their 
wty, and finally in a blanket which blotted out 
sea and land, leaving the racing fleet to finish in 
the dyikness of a foggy night, and nights that are 
foggy are dense, impenetrable and unprofitable 
here in Newport. 

If the race of to-day could be said to give 
any clew as to which of the four cup defenders is 
the 1 jrlee test and is destined to defend the America's 
Cup, it might be said that the palm lies between 
the Vigilant and the Jubilee, with a possibility 
of the Colonia. These three yachts sailed a 
race, if race it could be called, which showed 
that they were at least good drifters. The Colonia 
especially did good work, and while in the first 
part of the race she was not supposed to have 
any show for the victory she came up on the 
Vigilant and Jubilee at the Vineyard Sound light- 
ship and cheered the hearts of those who believe in 
her and in the principles upon which she is con- 
structed. As it was in yesterday's race so it 
was to-day, the question of the victory among 
the cup defenders lying between the Vigilant and 
the Jubilee. To-day the uncertainty of the 
victory was because the winds slept in their 
ocean caves and night and fog had settled down 
upon the Narragansett shore before the yachts 
finished. Yesterday it was because they had not 
been measured and no man knew the time allow- 
ance. No one will probably know the time allow- 
ance between the cup defenders until the inter- 
national races are sailed. 

, The Pilgrim was a great disappointment to her 
friends to-day. She is such a pretty looking boat 
and has done so well in her sailing about the 



coast that she had a large following of yachtsmen 
who saw the constelJations rise and set on her. 
She broke the clew to her club topsail when she 
started yesterday, and could not carry that sail, 
but that did not account for the poor showing 
she made in the race. 

A big fleet of steamers and yachts poured out 
of the harbor after the flagship May in the morn- 
ing and a great floating city was about the yel- 
low hull of the lightship which rocks on Bren- 
ton's Reef when the starting signal was given at 
11 :35. The sloops were manoeuvring for posi- 
tion and when the gun from the May announced 
that the race was begun the Jubilee and Vigilant 
were near the line. The Vigilant had Nathaniel 
Herreshofl; on board, but she was out-manoeuvred 
by the Paine boat Jubilee and crossed the line 
astern of the Boston craft. The order of the start 
was as follows: Jubilee, Vigilant, Colonia, Pil- 
grim, Ilderim, Lasca, Ariel, Volunteer, Emerald, 
Marguerite, Mayflower, Constellation, Dagmar 
and Loyal. 

The Pilgrim broke her club topsail yard before 
she crossed the line and had to set a working top- 
sail. Then the yachts reached out for the en- 
trance of Vineyard Sound, the schooners follow- 
ing far behind, and all the other sloops, except 
the cup-defenders, were with them. Soon after 
the line was crossed the Vigilant tacked and got 
to the windward of the Jubilee. She apparently 
held the winning position. When she came about 
again on the port tack every one thought that' 
the race was hers. But winds are fickle even 
when they blow lightly, and before the Vineyard 
Haven Lightship was reached the faint and dying 
ghost of a breeze had shifted to southeast, thus 
putting the Jubilee in the windward position. 

The Colonia was laying along astern of the 
leaders. As to the Pilgrim, she was so hopelessly 
in the " ruck " that she came on the starboard 
tack and went hunting luck over toward the 
shore. The lateness of the time of starting the 
rase could not have had anything to do with the 
lack of wind, but it has been an unfortunate 
coincidence that on this cruise winds have re- 
fused to blow, and the races have been started 
late. Commodore Morgan does not seem to have 
the command over the elements as did his pre- 
decessor, Commodore Gerry, who used to rejoice 
in " Commodore's weather. " The Volunteer led 
the schooners and also most of the sloops. 

The cup defenders opened for themselves a great 
space between the fleet and themselves. Great 
bands of fog lay across the pathway of the fleet 
and the yachts pushed through them every now 
and then. The Vineyard Sound lightship was 
reached by the leading boats when there was 
every indication of a flat calm, and soon after 
the calm, came upon the waters. It is idle to tell 
of the rest of the race, for of the thousands who 
went out to view it no man saw it. The Hen 
and Chickens was passed with the Jubilee still 
ahead and the Vigilant close to her. The Colonia 
was crawling up. Spinnakers and balloon-jib- 
topsails were set to catch every bit of breeze 
which wandered over the waters. Of the schooners 
the Volunteer was still ahead. Then 
fog and night came down upon the ocean, 
and the great fleet of steam yachts, tugs and 
excursion steamers turned back to Newport. The 
May went to Brenton's Reef and waited in the 
gloom and the darkness for the yachts to come 
in. At midnight she was still out there. It 
was a most disappointing attempt to sail a race. 
Among the large fleet of steam yachts which 
followed over the course to-day was the Senator, 
the property of William H. Crane, the comedian. 
Flying from the topmast of the yacht was the 
State flag of Massachusetts, Governor Russell be- 
ing one of Mr. Crane's guests. In the forenoon the 
Governor was taken off the schooner yacht Con- 
stellation, on which he was a guest, by Mr. Crane, 
and during the race he was one of the interested 
spectators. Among Mr. Crane's other guests were 
Governor Russell's brother, Colonel Russell ; 
Lugene H. Lewis and T. O'Brien. After the race 
the party dined at the Casino. 



THE CUP DEFENDERS OF 1893. 



4i> 



VIGILANT WITHOUT A RIVAL. 



COMPLETE TRIUMPH OF THE CENTREBOARD 
OVER THE KEEE BOATS. 



HERRESHOEF STILL THE WORLD'S GREATEST 
NAVAL ARCHITECT— A GRAND RACE OF THE 
OUP-DEEENDERS OVER THIRTY MILES 
OP ROLLING SEA— THE JUBILEE 
SECOND— A DISCREDITED 
PILGRIM. 
[by telegraph to the tribune.] 
Newport, R. L, Aug. 17.— The yacht which in all 
probability is to defend the America's Cup, sprang 
forth to-day over thirty miles of rolling water, and 
powerful and swift, proved her superiority over 
her competitors. Last night all four of the cup- 
defenders had their following. To-night there is 
the name of but one boat on men's tongues, and 
the name is Vigilant. Her performance was as 
wonderful as her prowess has been great. Her vic- 
tory was overwhelming and conclusive. In wind- 
ward work, in running, in carrying her sail, in 
every quality which goes to make up the excel- 
lence of a racing yacht, the Vigilant showed her- 
self masterful and great. The other boats are 
swift — swifter than anything ever before seen on 
this side of the water— but their speed was as the 
gentle zephyr compared with a whirlwind to hers. 
They have weatherly qualities and good points of 
sailing, but they are as moons before the sun to 
those of the Vigilant. The Boston fin-keels, 
which have heretofore been looked upon 
as possessing remarkable speed, whatever 
might be said regarding their type as boats, were 
no more a match for her than as if they had never 
been built. The Colonia, too, was a disappointment 
to those who believe in keel boats, and found the 
only competitor with which she had any chance of 
winning in the Paine boat Jubilee. The American 
mind, whether it knows anything about the subject 
or not, clings tenaciously to the centreboard. For 
so many years has the American centreboard de- 
feated the British keel that it has become to the 
popular minds almost one of the palladiums of our 
liberties, and so it will be read with universal satis- 
faction throughout the land that to-day, in a fair 
trial, in a fleet which could scarcely have been more 
thorough, the centreboard Vigilant overwhelmingly 
defeated the keel-boat Colonia, and the fin-keels of 
Boston. It might be beneficial to American yacht- 
ing some day to have the prejudice against keel- 
boats swept away, but as long as such centreboard 
boats as the Vigilant can be built it never will be. 
In the light of her performances to-day, even such 
a suggestion sounds like the piping of a broken reed 
alongside the victorious peeling of an organ. 

Sorrow sits among tht yachtsmen of Boston. 
Their Jubilee has turned to sorrow and the Pilgrim 
wanders forlorn and forsaken. Great still is Herres- 
hoff, and the blind old man, who, in a rocking boat, 
with sightless eyes turned over toward the racers 
following them over the course, stands before the 
world its greatest naval architect. It was some- 
thing pathetic that at the finish the scales could 
not have for an instant been lifted from his eyes 
and he could have caught a vision of his handiwork 
sweeping in power and victory across the line. All 
through the cruise the Vigilant had been gaining in 
favor and to-day she put all doubts at rest. The 
trial races will be sailed of course. They must be, 
but who that saw the race to-day, the rushing 
winds, the tossing waves and struggling yachts 



can have any doubt of the result? As to the 
Valkyrie, she must have the speed of the wind and 
the power of the sea if she can defeat the Vigilant. 
Never before have the cup-defenders been brought 
together in a race when their qualities could be 
tested. To-day their battle-ground was the open 
ocean, and wind and sea combined to make their 
struggle one long to be remembered. It was the 
first of the series for the Astor cups, the two beau- 
tiful trophies made by Tiffany & Co., and the winds^ 
which have slept in their ocean caves during the 
cruise, were loosed upon the sea. All four of the 
yachts— the cup-defenders were the only entries- 
had been put in perfect condition for the race 
and nothing was wanting to make it a success. 

The wind blew a twenty-knot breeze from the 
south-southeast, and a great fleet of steam yachts, 
tugs and excursion steamers gathered about the 
Brenton's Reef Lightship, waiting impatiently for 
the start. At 11 o'clock the flagship May was seen 
steaming down by Fort Dumpling, and soon after 
she had taken up a position off the lightship. She 
ran up at her fore signals that the cruise would be 
fifteen miles south-southeast and return. Then 
away into the obscurity of the horizon's rim 
steamed the tug Scandinavian to drop over the 
buoy whose fluttering red flag should mark the end 
of the outward run of the cruise. The sky was 
heavy with clouds, and the sea was every minute 
getting higher, its dull surface sprinkled about 
with white caps and its edges gleaming, ragged 
and white, up to the high rocks of the shore, "like 
a banner torn with flying on a wild steed's flying 
mane." Ensigns and signals of the many yachts 
were patches of bright color against the sombre 
background of the sea and the sky, and over the 
sullen sea, under the lowering sky, through the 
waiting fleet the four great white ghosts of cup- 
defenders glided about, waiting for the start- 
ing signal. They were all so majestic of mo- 
tion, so graceful of form, so towering and splendid 
in the beat of their great white wings that vic- 
tory might seem perched on the mast of any one 
of them. At 11:25 a gun was fired from the May 
as a preparatory signal. The experts at the helms 
of the four boats knew that in ten minutes tha 
starting signal would be given, and began to. 
manoeuvre for position. So well did they time 
it that when, at 11:35, a bright red ball was run 
up on the triadic stay of the May and a gun spoke 
from her side they were all close to the line, and 
were over it in less than a minute. The Jubilee 
was over first at 11:35:21. The Pilgrim was five 
seconds behind her, and the Colonia was 32 seconds, 
behind the Pilgrim. The Vigilant was the last 
boat over. She crossed 26 seconds behind the Co- 
lonia. The yachts were on the starboard tack, 
and all had up small jib-topsails and club-topsails, 
except the Jubilee, which did not carry any jib- 
topsail. The Vigilant was to windward, with the 
Colonia next, the Pilgrim to leeward of her and 
the Jubilee to windward of the fleet. 

Soon after the yachts crossed the Vigilant headed 
up, working for a more windward position. She 
pointed wonderfully, and footed as well as she 
pointed. All of her good qualities came to the front 
at once and were never again out of sight while 
the race was on. The yachts made a long leg to 
the eastward on the starboard tack. The Pilgrim 
was ahead, but to leeward; then came the Jubilee, 
the Colonia and Vigilant, each boat holding a more 
windward position than the one ahead of it. The 
flood tide was running strong up into Seaconnet 
River, and it set the leading boats well up to the 
northward. The Pilgrim soon saw that this would 
never do. She was not only getting hopelessly to 
leeward, but the other boats were outfooting her. 



46 



LIBRARY OF TRIBUNE EXTRAS. 



She resolved on a bold move, and at 11:50 came 
about on the port tack and stood to the westward. 
If the wind had hauled to the westward it might 
have helped her, but it did not, nor was there 
at any time any prospect of it. A favorable 
shift of wind might have helped her, but 
it could never have saved the day for her, and it 
is doubtful if Mr. Stewart or Mr. Palmer would 
care to win such a barren victory as one caused by 
a "fluke." So the Pilgrim wandered out into the 
misty west, further and further away from the 
other boats, which held their tack still when the 
Pilgrim was getting hull down over toward Block 
Island. The Jubilee, Colonia and Vigilant were now 
near together, but the Vigilant was not only to 
tvindward. but also ahead of them. It was evident 
s)ie was gouty to show the way over tne course, 
hut it was also evident that she would not do so 
without a supreme struggle on the part of her fly- 
ing antagonists. There could be no criticism of 
the way the yachts were handled. The best talent 
to be had was on board of them and all that hu- 
man skill and human experience and the inde- 
finable genius which makes a man a great yacht 
sailor was exercised to the full in the handling of 
the sloops upon whose contest the eyes of the 
maritime world were fixed. The yachts themselves, 
their sails and spars and rigging, seemed alive and 
sentient as they struggled over the windswept sea. 

At 12:09 the Colonia came about. She was fol- 
lowed a minute later by the Vigilant, and a minute 
and a half after her the Jubilee also came on the 
port tack. The Colonia reached through the lee of 
the Vigilant, but so far to leeward that it was of 
no benefit to her, and her burst of speed was more 
than equalled by the Vigilant, which at once began 
to outfoot her, still pointing high in the wind. 
The Colonia could not carry her jib-topsail any 
longer, and took it in. The Jubilee also took in 
hers, leaving the Vigilant the only boat with a jib- 
topsail set. At 12:39 the Vigilant followed the ex- 
ample of the Colonia and Jubilee, and took her jib- 
topsail in. The three yachts stood away down 
toward where the Pilgrim was still holding her 
port back, and it was evident that when they came 
about their relative positions could be well judged. 
The wind now shifted from south-southeast to 
southeast, the change being to the disadvantage of 
the Pilgrim. It was not enough to her disad- 
vantage, as even her most enthusiastic admirers 
admit to-night, to account for her humiliating de- 
feat. At 12:55 the Pilgrim came about on the star- 
board tack and passed astern of the Vigilant. The 
Vigilant came on the starboard tack and crossed 
the bows of the Pilgrim. The Colonia came on the 
starboard tack at 1:16. At 1:20 the Vigilant came 
on the port tack. The Vigilant, Pilgrim and Ju- 
bilee were now on the port tack and the Colonia on 
the starboard tack. The Colonia went astern of 
the Pilgrim at 1:23 and came about on the port 
tack. She weathered the Pilgrim in doing it. At 
1:28 the Pilgrim was about again, followed by the 
Vigilant two minutes later. Every tack showed 
that the Vigilant was rapidly gaining and that the 
Pilgrim was losing. 

So the yachts worked their way out toward the 
red flag fluttering on that rolling water, and the 
race resolved itself down to a struggle for second 
place between the Jubilee and Colonia. Finally, 
after a few more tacks, all four of the great sloops 
came rushing down on the starboard tack for the 
mark. The majestic Vigilant, far in advance of the 
others, stood on by the mark and then, calculat- 
ing the distance to a nicety, came on the port tack 
and rounded, jibing her bow over to port as she 
-did so. The Colonia and Jubilee came down to the 



mark together, the Jubilee a little in the lead. 
Minutes astern of them came the Pilgrim, strug- 
gling hard in a hopeless race. They all jibed around 
and set their spinnakers as soon as they could after 
rounding. The time of the yachts at the outer 
mark was as follows: 

Names. Time. I Names. Time. 

Vigilant 2:00:37 Colonia 2:13:15 

Jubilee 2 :12 :20 | Pilgrim 2:16:42 

The Vigilant got her spinnaker set five minutes 
after rounding- the mark. The Jubilee set hers at 
2:12:25, and Colonia flung her great silk spinnaker 
to the winds in short order. The Pilgrim also got 
her spinnaker out in good season, and away the 
great boats flew for home and Brenton's Reef, for 
defeat and victory. The Vigilant had been splendid 
on the wind, she was magnificent off of it. She 
flew further and further away, and the others fol- 
lowed. The wind had lulled a little just before the 
outer mark was "reached and the rain had fallen in 
torrents, but nobody cared for the rain, though 
all were anxious about the wind. But there was 
no cause for anxiety, for soon after the outer 
mark was rounded the wind freshened again, and 
kept on increasing until, when the finish 
was neared, it was blowing half a gale 
and a heavy sea was running. The Co- 
lonia and Jubilee had a good race of it all 
the way home, and when about half the distance 
was run it looked as if the Colonia might take 
second place. She could not do it, however, and 
the Jubilee remained ahead of her till the finish. 
When the Pilgrim had run an hour's time in from 
the outer' mark she carried away the jaws of 
her gaff. This put her entirely out of a race in 
which she never from the start had a chance of 
victory. She took in her great spinnaker and her 
balloon jib-topsail, and stood off to the eastward, 
where a tug- picked her up and towed her back to 
port, a forlorn and discredited boat. The rain 
was still falling when the Vigilant, with a great 
rush, crossed the line, and in the rain and wind 
and howling sea she achieved a splendid victory. 
Minutes behind her came the Jubilee and Colonia, 
and the race was over. The time of the race was 
as follows: 

Jubilee 11:35:21 3:43:34 4:08:13 

Pilgrim 11:35:26 Not timed. 

Colonia 11:35:58 3:44:19 4:08:21 

Vigilant 11:36:19 3:39:11 4:02:52 

The Vigilant beat the Jubilee to the outer mark 
by 7 minutes and 43 seconds. She beat the Colonia 
by 8 minutes and 38 seconds, and the Pilgrim by 
10 minutes and 5 seconds. The run home was made 
by the Vigilant in 1 hour 34 minutes 
and 34 seconds. The Jubilee made the 
run in 1 hour 31 minutes and 34 seconds, 
and the Colonia in 1 hour 31 minutes and 4 seconds. 
This show at an apparent superiority in running- 
in the other boats is only apparent, for it must 
be remembered that the wind fell as the yachts 
approached the outer mark, and that after the Vig- 
ilant was well on her way home it came up howl- 
ing out of the southeast again and the seaward 
yachts brought it up with them, thus getting a 
great advantage. Under similar circumstances slow 
yachts have frequently beaten fast ones, but no 
vagaries of wind could beat the Vigilant. She lies 
anchored in the shelter of the harbor to-night, 
sole and incomparable, a ruler of the waters and 
their powers. 

As the Jubilee was running for the harbor after 
the race she suffered an accident similar to that 
which overtook the Pilgrim, and broke the jaws 
of her gaff. 





CORINTHIAN NAVY. 



AMERICAN. 




LARCHMONT. 




NEW ROCHELLE. 




MANHATTAN. N. T 




HUDSON RIVER, N Y. 




WILLIAMSBURG. N Y 




YONKERS CORINTHIAN. N Y, 




BROOKLYN. Brooklyn 




NEWARK, N J 




MARINE AND FIELD, 
Brooklyn. 




JAMAICA BAY 




JERSEY CITY. N. J_ 




NRW HAVEN, conn 




CHICAGO 




INDIAN HARBOR 




SAN FRANCISCO 




BOSTON Boston 




EASTERN, 

Marblehead, Masa. 




ATLANTIC, Boston 




HULL CORINTHIAN, Mass 




SOUTH BOSTON. 




COMMONWEALTH, 
South Boston. 





DORCHESTER, Mass 



LYNN, Mass 




BUNKER HILL, 

Charlestpwn. 




MONATIQUOT. 

Weymouth, Mass. 




I NEW BEDFORD, Mass 




AMERICAN. 
NEWBURYPORT. Mass- 




CORINTHIAN, 

Marblehead, Mass. 




CAPE ANN. Mass 




CHELSEA, Mass 




CAPE COD, 

Orleans. Mass. 




FALL RIVER. 




CLEVELAND. Ohio 




MOBILE. Ala, 




CORINTHIAN, Phila 




SOUTHERN, 

Lake Pontchartrain. 




BALTIMORE. Ml 




DETROIT, "Mich. 



ADVERTISEMENTS. 




Vessels of 1492, 1750, and 1819 were built before the discovery of 

SPAR COATING. 

Observe the difference and then remember that our Spar Coating 
as far excels the ancient articles used to protect woods and metals 
against water or weather, as the design of the modern yacht 
excels the old. Equal value for interiors for all structures on sea 
or land, will be found in our Preservative Coatings, viz : I. X. L. 
No. 1; I.X. L. No. 1, Extra Quick; I.X.L. No. 2; I. X. L. No. 2, 
Extra Quick and Floor Finish. 

. We also make all the highest grades of Carriage, Coach, Rail= 
way and Locomotive Varnishes, Colors and Surfacers. 

EDWARD SMITH & CO., 

Times Building, NEW YORK. 



ADVERTISEMENTS. 



PATENT PUMP WATER-CLOSET 



FOR 



Yachts, Launches, Pilot Boats, &c, 




Our No. 3 Water-closet especially made for Launch and Small Boat use, weighs, completed in boat, only 75 Idb., 

being the lightest pump manufactured. 

PATENTED AND MANUFACTURED 

BY 

ALFRED B. SANDS & SON, 





Stailte id 




MANUFACTURERS OP 



YACHT AND SHIP WATER-CLOSETS, BILGE, TANK, DECK, SINK AND BASIN 

PUMPS, GALVANIZED IRON AND COPPER TANKS, BRASS 

AND COPPER VENTILATORS. 

FOLDING LAVATORIES. 

Yacht Plumbing a Specialty. 

134 Beekman St., NEW YORK. 



ADVERTISEMENTS. 



TO BIN BRONZE 

Tensile and Torsional Strength, equal to steel. Non-corrosive in sea 
water. Forges at red heat. 

Round, Square and Hexagon Bars for Bolt Forgings, Deck Fittings, 
Piston Rods, Yacht Shafting, etc. Plates and Sheets for Pump Linings, 
Condensers, Center-Boards, Rudders, Hull Plates and Fin Keels. 



Yacht Shafting. 

Tobin Bronze, by reason of its high Torsional Strength and Non- 
corrosive Properties, is being extensively used by the leading Marine 
Engine and Yacht Builders for Yacht Shafting. 

SEND FOR PAMPHLET. 

The Ansonia Brass and Copper Co. 

Sole Manufacturers, 

19-21 CLIFF STREET, NEW YORK. 

COLWELL LEAD CO., 

63 Centre Street, New York. 



HANUFACTURERS OF 



Pig Lead 

and 51l0t 



FOR BALLAST. 



SPECIAL 
LEAD CASTINGS FOR BALLAST. 

MLSO Letsd Pipe misld Sheet Le^D, 



iv. . ADVERTISEMENTS. 

"national wire and ventilator works." established 1852. 

Warehouse: 45 FULTON ST., NEW YORK CITY, U.S.A. 



HOWARD & MORSE 

MANUFACTURERS OF WIRE-CLOTH, WIRE-WORK, WIRE-FENCE, 

ARTISTIC SOLID BRASS OFFICE RAILING, 

— ALSO — 

BLACKMAN'S PATENT POWER VENTILATOR WHEEL, 

AND — 

THE PATENT HIGH SPEED SOLANO STEAM ENGINE. 

BRASS 

OR 

BRONZE 
YACHT 
RAILS. 




Curved Theatre Balcony Railing. 
BLACKMAN'S PATENT 




Wire-Cloth, partly unrolled. 
THE PATENT 



POWER VENTILATOR WHEEL. BLACKMAN-SOLANO STEAM VENTILATOR 





COMBINATION. 



Back View. 



Electric Motor attached to the Shaft 

of the Blaekman. ^ 

THE PATENT HIGH SPEED]! 

SOLANO STEAM-ENGINE. 



The Elements, the 
Veriest Drudges 
to our will. Air, 
Water, Steam, 
Electricity, our 
Servants in the 
Operation of the 
Blaekman Ventil- 
ator. 






The Solano Engine attached to the Shaft 
of the Blaekman. 

STEAMSHIP VENTILATION 

AN ESTABLISHED FACT. 



Half Front View and The Solano High Speed 

Half Cross Section of the Steam Engine on Stand- 
Solano Engine. ard. 



The Mechanical Ventilation of Buildings, 
Steamships and Yachts is onr Specialty. 



ADVERTISEMENTS. 



Merritt's Wrecking Organization. 

Capt. Israel J. Merritt, 
and his son, Mr. Israel J. Mer- 
ritt, Jr., are the sole owners of 
this great concern. It is the 
largest and most successful 
house in the world engaged in 
the wrecking business. Besides 
their Main Office at 49 Wall 
Street, New York, and a large 
Storehouse and Docks at Sta- 
pleton,Staten Island, they have 
Offices, Storehouse and Docks 
at Norfolk, Va., and are per- 
manently stationed there, and 
own a fleet of Steamers, Sailing 
Vessels and Pontoons, specially 
built, rigged and fitted out, 
regardless of cost, for the work. 
They have 30 steam pumps and 
boilers — all portable — capable 
of throwing from 20 to 70 bar- 
rels of water per minute ; 20 
manilla cables, 14 to 20 inches 
in circumference, each 200 
fathoms long; 26 large wreck- 
ing anchors, hoisting machin- 
ery, and numerous tools for 
handling wrecked cargoes. 
Their resources are perfect and complete. They do nearly all the heavy wrecking on the 
Atlantic coast, and confine themselves strictly to the business of wrecking, employing from 
150 to 250 men, including the most skillful divers, trained men and mechanics, and have 
accomplished the work of saving the most difficult cases known. Their offices are open 
night and day, so that no time is lost when the news of a wreck arrives. Experience, 
enterprise, and energy, coupled 
with a perfect equipment, have 
placed them far in the lead in their 
line of business. Capt. Merritt, who 
can justly claim the honor of being 
the pioneer wrecker, having served 
thirty-five years with the Under- 
writers and the Coast Wrecking 
Company as a manager, established 
the present organization in 1880. 

To ship owners and underwriters 
the utility of this organization is 
incalculable. 





ADVERTISEMENTS. 




T »? "COMMERCIAL" 



THE LEADING ATLANTIC CABLE CO, 




Rrj s-\ ^ q p. I 807 messages in 9 hours 48 minutes. 
tOUnU, Accomplished by the "COMMERCIAL'S" 
AUTOMATIC APPARATUS over one cable and in one direction. 

CABLEGRAMS TO ALL PARTS OF THE WORLD. 

The "COMMERCIAL" connects with all Foreign Telegraph 
Administrations ; and with the Postal Telegraph Co. in the United 
States and the Canadian Pacific Telegraphs throughout Canada. 



J. W. MACKAY, 

President. 



GEO. G. WARD, J. O. STEVENS, 

Vice-Pres t and Gen I M'gr. Secretary. 



HARRIS PEARSON'S 



CELEBRATED 



# 



PILOT 








This, PILOT is acknowledged the best in America, and is 

manufactured by the 

UNITED STKTES BHKINC CO., 

BOSTON, MASS., U. S. A. 



ADVERTISEMENTS. 



GRANITE IRONWARE. 

Especially recommended for Yachts, Steamships and Sailing Vessels, 
being light, wholesome, cleanly and durable. 






ABOVE TRADE-MARK ON EVERY PIECE. 

Made in over one thousand useful articles for the kitchen and household. 

MANUFACTURED ONLY BY THE 

St. Louis Stamping Co., 

ST. LOUIS. NEW YORK. CHICAGO. BOSTON. 



Send for Catalogue and Cook Book. 



Medicine Chest and fledical Stores 

FURNISHED AND REPLENISHED BY 



S. A. BROWN, 

WHOLESALE 

AND 

RETAIL 

Druggist. 




FROM 

22-30 FULTON ST, 
Cor. Water St., 

NEW YORK. 



PROPRIETOR OF THE 



Orange Malt Phosphates 

AND 

Brown's Ginger Cordial, &c. 



ADVERTISEMENTS. 



ft\OTTS gPAKKLING ( ^IDgRg. 

la Quart and Pint Champagne Bottles. 
Moderate cost, exquisite quality, 

GOLD LABEL. 

DBS' AND SLIOHTLy STIHTJIAITOS. 

WHI TE LAPEL. 

HVVLLl' AND NON-ALCOHOLIC, 
— ALSO— 

Choice st Quality Cider Vinegar. 

fyiti&a. — : 

R Ctp (£/Z Order of your Grocer, or ■write for pint sample, 

vn/0ii3eJ((A Qi^losing ten two cent stamps. Wepayexpressagei 

GENESEE FRUIT CO., 
NEW YORK and ROCHESTER. N. Y. 





C. M. RUSSELL, 

Successor to Robert A. Russell, 



I 





HINGES, BRASS CASTINGS 



Bell Hanging. 
CORRUGATED STEP PLATES 

IN BRASS, IRON AND RUBBER, 
Furnished to Order. 

Ill Kinds of Ship Work and Joiners' Hardware 
in Stock. 

FACTORY AND OFFICE: 

458 East Tenth Street. 

REPAIR SHOP: 

26 1 West Street, near Vestry. 



A. CARY SMITH, 

Steamboat and Yacht Designer, 

havemeyer building, 

NEW YORK. 



W® 



Vfcft 



m 



TOBACCO. 



ADVERTISEMENTS. 



WILSON & SILSBY, 



WILSON & SILSBY, 

YHCHT SHIL MKKERS, 

intic Avenue, BOSTON, MASS. 



330 Atlantic Avenue, 



ntic Avenue, 

We have furnished sails for the following prominent yachts 
SLOOPS. 

LASSIE, ' 



HELEN, '89. 
RONDINA, '89. 
SARACEN, '89. 
VENTURA, '89. 
GLADYS, '90. 
REAPER, '92. 
CATSPAW, '92. 
FREAKE, '92. 
MAB, '92. 
WEE WIN, '92. 
CHAPOQUOIT, '92 
MILICETE, '90. 
SALADIN, '90. 
SWORDFISH, '89. 
FANCY, '92, 
VANESSA, '92. 
TADPOLE, '92. 
KOORALLI, '92. 
PRIMROSE, '92. 



ROSALIND, 90. 
SHARK, '90. 
HORNET, '90. 
ALPHA, '92. 
THRUSH, '92. 
SIROCCO, '92. 
MAGPIE, '92. 
EXILE, '92. 
HANDSEL, '92. 
FIN, '92. 
WENONA, '92. 
TYPHOON, '92. 
WASP, '92. 
HARPOON, '92. 
ILDERIM, '92. 
GOSSIP, '89. 
OWEENE, '91. 
VERENA, '89. 



VOLUNTEER, '91. 
SEA FOX, '92. 



FORTUNA, '91. 
OENONE, '90. 



SCHOONERS. 

ma Vw MARGUERITE, '92. 

MAYFLOWER, '93. 



ZIGUENER, '89. 
GLORIANA, '91. 
ALBORAK, '91. 
CHICQUITA^ '89. 
GOSSOON, '90. 
PURITAN, '92. 
VIXEN, '93. 
THETIS, '91. 
MINEOLA, '91. 
SAYONARA, '91. 
FANITA, '90. 
MARIQUITA, '90. 
THELMA, '90. 
WAYWARD, '90. 
HAWK, '92. 
PURITAN, '93. 
NAVAHOE, '93. 
COLONIA, '93. 
PILGRIM, '93. 
JUBILEE, ' 93 . 

AMBASSADRESS, '89. 
GITANA, '89. 



WM. E. WATERHOUSE, 

For six years Chief Assistant to the late Edward Burgess, 
Superintending Constructor and Engineer to the U. 8. A. 
Quartermaster Department for Steamer "General Meigs." 



ALBERT S. CHESEBROUGH, 

Formerly with Herreshoff M'f 'g Co. 



WATERHOUSE & CHESEBROUGH, 

Naval Architects and bngineers. 

SUPERINTENDING AND CONSULTING CONSTRUCTORS. 

Plans and Specifications Furnished for Steam and Sailing 

Yachts and Vessels. 

BROKERAGE DEPARTMENT. 

Steam and Sailing Yachts and Vessels of all Classes for Sale 

and Charter. 



ROOMS 82, 83, 84, 85, 

50 State Street, Boston, Mass. 



X. 



ADVERTISEMENTS. 



YACHT BASIN AND COALING STATION 











i;. 







FOOT OF 23D STREET, BROOKLYN. 



Yacht Storehouses, Dry Docks, Ship Yard, Machine and 

Boiler Shops, Ship and Yacht Chandlery, Spar Yard, 

Ice Dock, Steam Dredging, Painting and 

Artistic Cabinet Work. 



YACHT AGENCY AND YACHT INSURANCE. 



YACHT BASIN. 



Excellent facilities for laying up Yachts and Vessels. Pier No. 
i — 1,700 feet long. Pier No. 2 — 1,650 feet long. Fire and 
water hydrants every 100 feet. Laying up Yachts for the Winter 
a specialty. Special rates by month. The deepest draft vessels 
can be accommodated at these piers and be afloat at all times. 

Especially designed to meet the requirements of steam Yachts; 

mDftPlTUTQ anc * t ' ie on ^ Pl ace where coal can be delivered absolutely free 
i UVJJaIj 1 iJ t from dust. High Grade coal only kept. Fresh water and 
wood on hand. 



DRY DOCKS. 



Vessels up to 20 feet draft docked at any stage of tide. ' Dry Dock 
No. 1 — capacity 800 tons. Dry Dock No. 2 — capacity 1,600 tons. 



A __ Three large and commodious Store Houses, especially built for storing of 

x |()kA(jH boats, spars, sails, rigging and all other Yacht fittings. Private rooms 
UlVlinUU. for each Yacht. 

Repairs of all descriptions promptly executed. 
Materials for all work constantly on hand. New 
vessels built by contract. 



SHIP AND SPAR YARD. 



STEAM DREDGING. 



General Contractor for all kinds of Harbor and River 
improvements. Estimates furnished for any depth. 



TELEPHONE CALL— 146 SOUTH. 



General Office and Works, 



ADVERTISEMENTS. 

ESTABLISHED 1848. 



Office and Warehouse, 



WILKES-BARRE, PA. 87 LIBERTY ST., N. Y. 

The Hazard Manufacturing Co a5 



MANUFACTURERS OF 



FOR 

ELEVATORS, 
PLANES, 

SHAFTS, 
TRANSMISSION 

OF POWER, ETC. 



HAZARDMFCC9 

" MANUFACTU R E R S , ^ 



FOR 

SHIPS AND 

YACHTS RIGGING, 
GUYS FOR 

DERRICKS, ETC. 




ANY DESIRED LENGTH CUT TO ORDER. 
WIRE ROPE FOR CABLE RAILWAYS A SPECIALTY. 

87 Liberty Street, NEW YORK. 



-~y, 




NORWICH LINE 

BETWEEN 

NEW YORK, BOSTON, 
WORCESTER 

AND ALL POINTS EAST. 

STEAMERS: 

City of Worcester and City of Boston, 

Leave Pier 40, North River, N. Y., alternate 
days, at 6 p. M. (Sundays excepted). 

Steamboat Express Train leaves New London 

5.35 A. m. following morning. 
Passengers afforded full night's rest. 



<A ^Delightful Blend of St. James Parish, Louisiana, 
Perique, Genuine Imported Turkish, Extra 'Bright 
Tlug Cut, Extra 'Bright Long Cut, and {Marburg 
Bros.' Celebrated Brand " Pickings." 

MARBURG BROS. 



JJ 



The "White Train, 

3 P. M. from Grand Central Station, New York, every 
day in the year 

FOR BOSTON. 

Unexcelled Service. 

GEO. F. RANDOLPH, W. R. BABCOCK, 

Gen 7 Traffic Manager. Gen 7 Pass'r Agent 

July, 1893. 



ADVERTISEMENTS. 




Shipwrights, Calkers and Spar Makers, 

Office, 224 SOUTH STREET, NEW YORK. 

Shipyard and Wharves foot of Clinton Street, Brooklyn. 
SPECIAL ATTENTION GIVEN TO YACHT BUILDING AND REPAIRING. 

Vessels taken on any of the Docks or Railways in the Harbor. First-class Wharf Accommodation, Stationary 

Shears and Steam Capstain. 
TELEPHONE-NEW YORK, 528 CORTLANDT; BROOKLYN, 1010. 



STfttiHOD & to, 
YACHT SUPPLIES, 

Ship Chandlery and Hardware, 

722 THIRD AVENUE, 

Head Tebo's Pier, 

SOUTH BROOKLYN, N. Y. 

NAUTICAL INSTRUMENTS. 

PAINTS AND OILS. 

ENGINE ROOM STORES. 
CORDAGE and OAKUM. 

LEAD AND IRON BALLAST, 
FLAGS TO ORDER. 



TELEPHONE CALL, 154 SOUTH. 



SPARKLING HYGEIA LITHIA. 



In cases of fifty quarts and one hundred pints. 



< 



ES 

o l 

^ 8 

OC 3 

< a 

0* 

to 



l-IYGEIA 



WATER 



Will not 
: Spoil : 

DURING THE 

LONGEST 
CRUISE. 



3 •< 

8" 3 

» to 

3 

; r 

5 W 

55' 

s. o 

J? ^ 



HYGEIA SPARKLING •*• 

DISTILLED WATER CO., 

349, 351 and 353 West 12th St., New York. 



ADVERTISEMENTS. 



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70 
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2: 

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ADVERTISE MENTS. 



PATENT PUMP WATER-CLOSET. 



For Above or Below 
Water Line. 

For Yachts, Pilot Boats, 

Launches, Naval Ships, 

Etc. 




We have ten of our No. i 
Water-closets on the U. S. 
Monitor, Miantonomah, and 
every one of them is 10 feet 
below the water line. 



Our No. 3, which we have just put on the market, is identically the same as our No. I, only much 
smaller and lighter. We got them up especially for Racing Yachts and Small Launches, or Large Yachts where 
cramped for room. You can put them in a space 1 6 in. x 16 in. and they weigh all complete set in Yacht only 
80 lbs. No pipes above seat. We connect them just as shown in cut. 

WILLIAM BISHOP * SON, 

Brass and Copper Pumps, Ventilators, Folding Basins, Etc. 



Telephone, 
48 1 1 Cortlandt 



OUR SPECIALTY IS YACHT PLUMBING. 

205 South Street, New York. 



Telephone, 
481 1 Cortlandt. 



WM. W. SIMPSON, President. 



WM. F. DUKESHIRE, Treasurer. 



BROOKLYN IRON AND BLOCK CO., 
Machinists, Ship and General Smiths. 






Chains, Cables, 

Anchors, Oars, 
Hand Spikes, 

Mast Hoops, 
Belaying Pins, 



/IN 








Ship's Pumps, 

Heavy Forcings, 
HI Yacht Blocks. 

Metallne 
Hoisting Blocks. 



5J£ 



MANUFACTURERS OF TACKLE BLOCKS. 



New York Office : 

27 COENTIES SLIP. 

Telephone Call, 2325 A Cortlandt. 



Factory : 

FOOT OF 19™ STREET, 

SOUTH BROOKLYN. 
Telephone Call, Brooklyn, 1 32 South. 



ADVERTISEMENTS. 




oXth . Rj ve r" I !\oh~ WmvSi^ / 

+)UD50N,I2 TB — 14'" Streets 

MARINE ENGINES, BOILERS, Etc. 

Floating Derrick, Ample Wharves, and Convenient to Dry Docks. 

BUILDERS OF THE ENGINES OF THE FAST STEAMERS: 

PURITAN, PLYMOUTH, CITY OF FALL RIVER, CITY OF BROCKTON, 

CITY OF TAUNTON and NEW STEAMER, 

of the Fall River Line, Old Colony Steamboat Co. 

NEW YORK, ALBANY, C. VIBBARD, 

of New York and Albany Day Line. 

MARY POWELL, of New York and Rondout Line. 

CITY OF CLEVELAND, CITY OF DETROIT, CITY OF MACKINAC, CITY OF ALPENA, 

of Detroit and Cleveland Steam Navigation Co. 



VERMONT, CHATEAUGAY, 

of Lake Champlain. 



HORICON, TICONDEROGA, 

of Lake George. 



SAN RAFAEL, of San Francisco, Cal. ALASKAN, of Portland, Oregon. 

CHIPPEWA, of Toronto and Lewiston Line. Steam Yacht "CLERMONT," 

AND MANY OTHERS. 



ESPECIAL FACILITIES FOR REPAIRS TO STEAM YACHTS. 



Ferry from Foot of West 14th St., NEW YORK. 



ADVERTISEMENTS. 



RW.DEVOE&CT.RAYNDLDSC 



ESTABLISHED 1754. 



Offices, Fulton Street, Corner William, 



MANUFACTURERS OF 



NEW YORK. 



VERNOSITE. 



A high grade of Spar Varnish. Will not turn White, 
nor Crack or Blister. Can be washed with soap and 
hot water, and will retain its lustre. For Spars, Rails, 
Decks, etc. 



FRENCH VERDIGRIS. 



The Pure and Genuine French only used. For the 
bottoms of Yachts. 



COPPER PAINT. 



Guaranteed to be a pure HETALLic coprer paint 

MARINE BLACK. 

COLORS IN OIL. @ 

WHITE ZINC. 



Artists' Materials. Mathematical Instruments. Engineering Goods 



F. W. DEVOE & C.T. RAYNOLDS CO. 



NEW YORK AND CHICAGO. 



ADVERTISEMENTS. 




Tripple Expansion Engines for Auxiliary Steam Yacht "Wild Duck," built by The Atlantic Works, for Hon. John M. Forbes. 



ESTABLISHED IN 1853. 



The Atlantic Works, 

Border, Maverick, and New Sts., 



Docks Opposite the Navy Yard. 



East Boston, Hass. 



BUILDERS OF 



Steamships, Tow Boats, Steam Yachts, 



In STEEL, IRON or WOOD. 



flarine Engines, Boilers and Tanks. 



COPPERSHITH WORK and GENERAL REPAIRING. 



MARINE RAILWAY, 



ESTABLISHED 183 4, 

AT 198 HUDSON STREET. 




<m 



L. HITCH HARRISON. 
J. W. HARRISON. 



MARINE, YACHT, NATIONAL AND FANCY 

Flag and Banner Makers, 

198 HUDSON ST., NEW YORK CITY. 





Approved by tht 
U. S. Govment. 
John T. Smith. 

South St. New York. 



SMITH'S BOAT WORKS, 

159 SOUTH STREET, 
NEW YORK. 

••• The Best "Boats in the World. ••• 

3 COLD MEDALS. 



ROBERT RAE, 

{Formerly W. H. PHILLIPS & CO.) 

Engineer, Machinist 

AND 

Boiler flaker, 

442 & 444 WATER STREET, 

NEW YORK, 

MANUFACTURER OF 

Marine and Stationary Engines, 
Patent Safety Elevators, 

House Movers' Screws, Jack Screws, Press Screws, Pulleys, 
Hangers and Shafting, 

STEAMBOAT, YACHT AND STEAMSHIP 
REPAIRING PROMPTLY ATTENDED TO. 

MANUFACTURER OF 

The Ambrose Patent Self=Adjusting Packing. 



J. D. & C. C. Lincoln, 



MANUFACTURERS OF 



Atlantic and Hallett Cabooses, 
Cabin Stoves, Deck Irons, Etc. 




We carry in stock Liverpool and Pilot Heads and 

Stove Pipe in Brass and Galvanized Iron. 

Our goods are specified by U. S. Life Saving 

Service and Lighthouse Departments. 

WE ARE PLEASED TO MAKE ESTIMATES. 

Send for Catalogue. 

236 WATER STREET, 

New York City. 



ADVERTISEMENTS. 



EXCELS ALL ! EXCELS ALL ! ! 

Bottled by the Distillers 

AFTER YEARS OF CAREFUL MATURING. 



( c^se^S^ C c^jejjS a) 



ASK FOR IT 



AT 



YOUR GROCERS. 



ALLOW NO 
SUBSTITUTE. 




( c^gg^gT it c^ga^go) 



PURITY 
GUARANTEED 

-BY THE- 

ZENO 
DISTILLERY CO. 



(g^^ig)(g?w^o) 



FOR SALE WHOLESALE. 



PHELAN & DUVAL, 22 South William Street, New York. 
ARNETT G. SMITH, 14 Fulton Street, New York. 

F. BOEGLER & CO., 26 South William Street, New York. 
BLANCHARD, FARRAR & CO., 14=15 Dock Square, Boston, flass. 
JOSEPH THOMPSON, 21=23 Decatur Street, Atlanta, Qa. 

G. C. & H. C. BUTCHER, 100=102 Fulton Street, Brooklyn. 
H. A. QRAEF'S SON, 40 Court Street, Brooklyn. 

And numerous other First-class Dealers throughout the United States 



EASTERN OFFICE: 

16 South William Street, New York City. 



ADVERTISEMENT. 




M 








SHIPBUILDERS, 
MACHINISTS and 
BOILER MAKERS. 






EXCELLENT FACILITIES FOR DOCKING AND REPAIRING IRON VESSELS. 



Foot 26th and 27th Streets, Brooklyn. 
Branch Shop at Pier 2 Erie Basin. 



TELEPHONE CALL, 79 SOUTH. 



RESIDENCE CALL, 268 SOUTH. 



New York Office, 81 Broad Street. 



ADVERTISEMENTS. 



XXI. 





1 
J 



BUILDERS OF 



DRIVEN BY FRICTION GRIP. 
BRANCH OFFICE: 

136 LIBERTY ST., NEW YORK. 
WORKS AT WARREN, R. I. 



SHIP MACHINERY, 

Noiseless Yacht Windlasses 

FOR STEAM OR HAND POWER.' 

STEAM STEERING GEAR FOR YACHTS. 

BRASS AND WOOD WHEELS FOR 
HAND OR STEAM STEERING. 



SEND FOR CATALOGUE. 




"MEMBER OF V-E EXCHANGE TELEPHONE CALL 

AND 

Auction rooms(limitedj ''1788 cortlandt" 




-: ^rj TnTTTnniiiii,iinmi ii iihi i i iii i t ii, ii iii,,n,y rmTTrrT 



REAL ESTATE 



[ in n'ii mm .Li 1. ii.,,i,m,iii,m,r,,ll 



153 BROADWAY 
NEW YORK. 



Renting and Collecting. 

INSURANCE. 

Estimates Managed 

Loans Negotiated. 



PROPERTY 

APPRISED IN ALL PARTS 

OF THE CITY 
AT SHORT NOTICEAND 

LOW RATES. 



Specialty Made of Choice Down-town 

Investment Properties 

Paying 7% Net. 



Medicine Chests, 

ALL STYLES, 

REGULAR OR FILLED TO SUIT 
PHYSICIANS, 

GUNNING & BROWN, 



{RICHMONDS PHARMACY,) 



im? IztfKI-L- STREET, 



NEAR SOUTH STREET. 



MODERATE PRICES. 



ADVERTISEMENTS. 



COWLEY & SMITH, 

BUILDERS OF 

HIGH SPEED STEAM VESSELS 

AND THEIR MACHINERY. 




DESIGNIN G AND R EPAIRING. 

125-131 TWENTY-FIFTH ST., BROOKLYN, N.Y. 

(Between Manning's and Tebo's Basins.) 
BUILDERS OF THE YALE AND HARVARD LAUNCHES. 



Chas. Billman & Son, 

RIGGERS, 

8i Commercial Street, 
BOSTON. 



ESTIMATES CHEERFULLY FURNISHED. 

YACHT WORK A SPECIALTY. 



SLOOPS- 
PURITAN, MAYFLOWER, VOLUNTEER, 
NAVAHOE, COLONIA, VIGILANT, 
JUBILEE, PILGRIM, BEATRIX, 
GLORIANA, WASP, WAYWARD. 

SCHOONERS- 
SACHEM, MERLIN, MARGUERITE, 
ALC^A, GITANA, VOLUNTEER, 
AND MANY OTHERS. 



SAMUEL AYERS, 

YACHT AND BOAT BUILDER, 



LIFE BOATS, 
STEAM YACHTS 

AND 

LAUNCHES. 




SAIL, ROW, 



YAWL, PLEASURE 



FISHING BOATS. 



YACHTS AND LAUNCHES TAKEN ON STORAGE AT REASONABLE RATES. 

UPPER NYACK, N. Y. 



ADVERTISEMENTS. 




; 



MANUFACTURERS 
OF 



FILES AND RASPS 



QUALITY 
UNEXCELLED. 



Production 1,500 Dozen a Day. 

Office— 100 & 102 READE STREET, NEW YORK, 

WORKS-PATERSON, NEW JERSEY. 




RILEY & COWLEY, 






p 



Richards Street, Corner Bowne, 

Telephone Call, B'klyn 347. SOUTH BROOKLYN, N. Y. 



Builders of High Speed, Compound and Triple Expansion 
Engines for Steam Launches, Yachts and Tow Boats. 



BROOKLYN FLOATING DOCK AND SHIP YARD. 

Theo. A. Crane's Sons, 

Proprietors. 

BREAKWATER GAP, ERIE BASIN, SOUTH BROOKLYN. 



CAPACITY OK DOCK 1,500 TONS REGISTER. 

Length of Keel Block 200 Feet. 

Sufficient depth of water to haul at any stage of tide. 

FIRST=CLASS FACILITIES FOR REPAIRING YACHTS, STEAM= 
BOATS AND SAILING VESSELS. 

CONTRACTS TAKEN FOR BUILDING. 



TELEPHONE CALL--I636 BROOKLYN. 



ADVERTISEMENTS. 



BERWIND=WHITE COAL MINING CO., 



MINERS AND SHIPPERS OF THE 



EUREKA BITUMINOUS GOAL, 

55 Broadway, New York, 

Bullitt Building, 139 South Fourth Street, Philadelphia, 

19 Congress Street, Boston, Mass. 



[n use by the Leading Steamship Compaines of the United States. 



UNEXCELLED FUEL FOR STEAM YACHTS AND LOCOMOTIVES, 
AND FOR THE MANUFACTURE OF STEEL, IRON, ETC. 



SHIPPING WHARVES:- 

PHILADELPHIA, Greenwich Point, 

NEW YORK, Eureka Pier, Harsimus (foot 6th St.) Jersey City, N. J. 

BALTIMORE, Canton Piers. 



& Marine Architect, Yacht Builder. •* 

SHIPWRIGHT, CAULKER AND SPAR MAKER, 

VESSELS DESIGNED FOR ANY SPEED REQUIRED. 

All Kinds of Joiner's Work Promptly Attended To. Repairing a Specialty 

Facilities for all Kinds of Yacht Work at the Shortest Notice. 

First-class Workmanship Is Guaranteed and Prices Reasonable. 

BUILDER OF 




Yacht— "UNDINE." Sloops— " VISION," "STELLA." Schooner— "CLIO." 

Steam Yachts— "ECLIPSE," "ETHEL," "SPEEDWELL," "DANDY," "RESCUE," 

AND MANY OTHERS. 

Yard-Foot of 25th Street, BROOKLYN, N. Y. 



Iron Steamboat Go 



vmmzms t^mxzm 



NEW YORK YACHT CLUB 



. V \ V \ \ N \ *- S ■ 



International Race 



FOR 



THE AMERICA'S CUP, 

Vigilant vs. Valkyrie. 

The Fleet of the Iron Steamboat Company will leave 
foot 22d St., N. R., and Pier No. 1 (New) N. ft., 

TO ACCOMPANY THE YACHTS. 

iiMHptFare« Round Trip, $a.oo™» 

REFRESHMENTS ON BOARD. 

Ample room will be given all passengers, as each 
boat will be restricted to one-half its licensed carrying 
capacity. 




WALDSTEIN SPECTACLE CO., 

F. D. SEWARD, Manager. 

REGULAR OCULIST IN DAILY ATTENDANCE. 

No fee for professional examination of the Eye and popu- 
lar prices charged for best Spectacles and Eye-glasses. 

Largest line of 

Field and Marine Glasses 

and Telescopes 

in Alluminium and other mountings 

Revenue, Marine and U. S. Army 
Glasses. 

Barometers, Compasses, Etc. 

Opera Glasses from $3 to $50 Each. 

Cor. B'way and 17th St.— 41 Union Square, 

NEW YORK. 




Duparquet, Huot & Moneuse Co., 



MANUFACTURERS OF 



prench Qooking Ranges 

FOR GAS, COAL AND WOOD, 

AND 

COOKING APPARATUS 

OF EVERY DESCRIPTION, 

For Hotels, Steamships, Yachts, Institutions and Private 
Families. 

OFFICE AND WAREROOMS: 

43 & 45 Wooster St., New York, 

AND 

6 Union St., Boston, Mass. 

BRANCH SALESROOMS : MANUFACTORY : 

46 to 52 Michigan Avenue, 21-23-25 Bethune St., 
Chicago, III. New York. 



KEUFFEL & ESSER CO., 

127 Fulton Street, 

Bra 2 n e 5 h s?r.L C st?°- NEW YORK. 



Manufacturers 
^Importers. 



SEXTANTS, OCTANTS, 

MARINE GLASSES, 

PARAGON DIVIDERS, 

PARALLEL RULES. 




BISHOP GUTTA=PERCHA CO., 



MANUFACTURERS OF 




Telegraph Cables, 

Insulated Wires and Guttapercha Goods 

420 to 426 EAST 25th ST., 
New York. 

INSULATED WIRES and CABLES of 
Highest Grade for Marine Work; under 
water, under ground, or under any con- 
ditions. All the cables used by the Light 
House Department for lighting Electric Buoys 
— and most of those used by the Life Saving, 
Weather Bureau, Signal Service and other 
Government Departments have been devised 
and made by this Company and we confidently 
refer to the Electrical Experts of every de- 
partment at Washington as well as to those of 
our several technical schools. 







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ELECTRIC BUOYS LICHTED BY BISHOP CABLES 

We claim to make only the best. 

We do not try to make cheap grades. 
Everything guaranteed as represented. 



HENRY A. REED, 

Treasurer and Manager. 



LIBRARY OF CONGRESS § 



111 

029 726 892 2 








